Wide area wireless system for access into vehicles and fleets for control, security, messaging, reporting and tracking

ABSTRACT

A new add-on vehicular system is capable of responding to large area or nation-wide commands over paging networks, to remotely foil the unauthorized use or theft of a vehicle or a fleet automobile or a group of fleet vehicles, as well as to help the recovery of stolen vehicles. The preferred embodiment of the system comprises a paging receiver and decoder, a microcontroller with embedded programmable software and memory and a vehicular systems control interface. The system does not require central monitoring systems, or portable controls or vehicular user set controls or portable key chain controls or keypads or cellular phones or separation of vehicular transceivers from owner carried transceivers to activate the system. In a second embodiment, a two-way radio paging approach is employed in the system to expand its capabilities and to additionally provide remotely controlled transmission of data from vehicles, including data pertaining to the position coordinates of the vehicle.

FIELD OF INVENTION

This invention is in the field of security. It pertains to fleet andindividual vehicle security and, more specifically, a system for foilingof carjackings and car thefts over a large area. The preferredembodiment of the system of the invention employs a new add-on vehicularsystem with means of responding to large area or nation-wide commandsover paging networks, to remotely stall or stop or deter theunauthorized use or theft of a vehicle or a fleet automobile or a groupof fleet vehicles, as well as to help the recovery of stolen vehicles,without necessitating portable controls or vehicular user set controlsor portable key chain controls or cellular phones or separation ofvehicular transmitter and receiver systems from owner carriedtransmitter and receiver systems to activate the system. In a secondembodiment, two-way paging is employed in the system of the invention toadditionally provide remotely controlled transmission of data from thevehicles, including position coordinates.

BACKGROUND OF INVENTION

One of the most traumatic experiences of modem times is to be subjectedto a carjacking after a fearsome encounter with a criminal, without anyconcrete hope of foiling the carjacker or recovering the vehicle.Everyday, thousands of vehicles are being stolen from fleets orindividuals or hijacked without any quick resolutions being available.Since a vehicle is one of the easiest means of getaway, the stolenvehicle is typically utilized to quickly place a large distance betweenthe scene of the crime, the victim and law enforcement agencies. Thisphenomenon has dramatically changed our lives as we no longer feeltranquil and free of fear when moving about in a vehicle, or whenobserving stop signs or traffic signals, or going towards our parkedcars or enjoying a ride. Often when a friend or a loved one leaves witha car, there is a sinking feeling of anxiety for their safety.Furthermore, in most cases, when the recovery of the stolen vehicle isdelayed beyond several hours, it is taken apart and its subsystems soldthrough various criminal networks. Prompt action is required to foilcarjackers and recover the vehicles.

This type of crime is not unique to the United States, as exemplifiedduring a recent trip to Moscow where a car was carjacked right in frontof the hotel in plain daylight. Car thefts and carjackings are majorissues in many developing nations. The loss of one's vehicle in a largecity like Moscow is quite debilitating, especially where there iswidespread crime and when the cost of a replacement car can beprohibitive. In most cases, all any victim can do, is to report such acrime to the police by telephone as soon as possible, hoping the vehiclecan be recovered. Carrying portable security remote controls is of novalue in the case of a carjacking. The criminal almost always frisks androbs the victims, often making them lie face down and searching themthoroughly.

Criminals are also stealing government and police vehicles, posing agreater hazard to citizens and public safety organizations. Cardealerships and garages suffer equally when unattended vehicles arestolen at night or on weekends. Other vulnerable fleets include rentalcars, military and commercial trucks carrying cargo, distributionvehicles with cargo, vehicles transporting money or precious items, veryexpensive tractors and bulldozers, armored personnel carriers, tanks andvans used for moving.

A simple, effective vehicular security system that can be accessed overa wide area to foil fleet or individual vehicle carjackings and carthefts during getaways, that can also help locate the stolen vehicles,as well as deter the theft of unattended vehicles, is needed to stop therampage of carjackings and car thefts plaguing society. The system ofthe invention specifically and effectively addresses and fills thisneed.

DESCRIPTION OF THE PRIOR ART

The present invention has not been found in prior art, nor does priorart suggest or teach anything resembling the method of this invention.There are various conventional and seemingly exotic vehicle securitysystems on the market falling into a number of well-known categories.However, there are no vehicular systems designed for fleet managers andvehicle owners to directly, over the phone--from anywhere in the worldwhere there is telephone service, to foil carjackings and car thefts inprogress, for one or more vehicle at a time, over wide geographicalareas, using pager networks that are available in most parts of theworld, without needing portable control transmitters or portable andmobile transceivers, with means to clearly point out stolen vehicles,plus means to prevent the use of the vehicles for getaways andadditional means to also deter the theft of parked fleet vehicles andindividual cars with a single phone call.

The following are the known types of vehicular security or anti-theftprotection systems as compiled from pertinent sources, including"Installation News" a periodical that specializes in vehicle securityproducts, recent shows related to vehicular security systems, previouspatents and security product supply stores such as Radio Shack andSears:

Motion sensor based car security systems

Entry code activated car security systems

Key chain transmitter or other portable transmitter controlled carsecurity systems

Proximity detector car security systems

Vehicular security systems that alert the owner by sending a transmittedsignal

Key controlled electrical security systems

Mechanical security systems

Cellular phone controlled security systems

Data transmission based security system with centralized remote control

Vehicular transceiver and portable transceiver system activated by theirseparation

None of the above prior art car security systems is designed for foilingfleet, as well as individual carjackings and car thefts in progress bymeans of simple phone calls placed by the owner of the car or manger ofthe fleet, using wide area paging networks, without having to useportable remote controls or expensive cellular systems that can beripped out or without relying on a control system managed by others fromsome other location. None of the prior art vehicular systems aredesigned for vehicle operators and fleet managers to arm and disarm boththe carjacking related getaway foiler mode or unattended car protectionmode, for one or more vehicles, from any telephone in the world.

Examining prior art systems in more detail, the motion sensor type carsecurity systems employ motion sensors, such as pendulums, which uponmovement of the car or its portions, close electrical contacts thatproduce alarms, such as the honking of the horn or activation of thelights. Some motion sensing systems, when triggered by motion, also openelectrical contacts that prevent starting of the car. In addition tosimple mechanical opening and closure of contacts, such systems can usedigital circuitry with solid state control of various portions of thevehicle. Other versions of this type of security system also cause analarm to be triggered when a door or window or other locked portion ofthe vehicle is opened. However, these types of systems are ineffectiveduring carjackings, as most vehicles are carjacked while occupied or inthe presence of the legitimate operator or with the keys of the car andthe controls of the security system provided to the carjacker underduress and with the security system inactivated. Furthermore, thesesystems can not foil the progress of the carjacking after the thiefdrives away in the stolen vehicle nor can they provide control forfleets to provide instant securing of fleet vehicles whether attended orunattended.

Entry code activated systems employ a keypad that is in or on thevehicle, to activate or deactivate the security system of the vehicle,which when activated, produces various alarms and can also preventstarting of the car. With some versions, a short-range radio signalingemploying a portable quasi-pager is provided to alert the vehicle'slegitimate operator of the theft. However, these types of systems areineffective during carjackings, as most vehicles are car-jacked whileoccupied or in the presence of the legitimate operator or with the keysof the car and code provided to the carjacker under duress and with thesecurity system inactivated. Furthermore, these systems can not foil theprogress of the carjacking after the thief drives away in the stolenvehicle nor can they provide control for fleets to provide instantsecuring of fleet vehicles whether attended or unattended.

Key chain transmitter or other portable transmitter controlled carsecurity systems employ a low power transmitter, such as a UHF Bandtransmitter in the 350 MHz Band, to remotely arm and disarm the systemover short distances . They also remotely activate various electricalsystems of the car, such as the head lamps. The control range ofkey-chain control transmitters is quite limited. When the system isarmed, opening doors, windows or other locked portions of the vehicletrigger an alarm and may also prevent starting of the car. However,these types of systems are ineffective during carjackings, as mostvehicles are car-jacked while occupied or in the presence of thelegitimate operator or with the keys of the car and the key-chaintransmitter or other portable transmitter control of the security systemprovided to the carjacker under duress and with the security systeminactivated. Furthermore, these systems can not foil the progress of thecarjacking after the thief drives away in the stolen vehicle nor canthey provide control for fleets to provide instant securing of fleetvehicles whether attended or unattended.

An example of the above portable transmitter controlled car securitysystem is illustrated in U.S. Pat. No. 4,691,801 to Yale Mann and PekkaSarssi in which a hand-held infrared transmitter is employed to controlthe parking brake of vehicles to prevent theft or carjacking. Theshortcomings are evident. Only a short range is achieved. The infraredsignal from the portable infrared transmitter requires direct line ofsight with the vehicle's infrared receiver, or a consistent reflectivepath guiding the light beam into the infrared receiver. Furthermore, theinfrared signal is prone to interference from other heat sources, suchas heat from sun heated roads which can reach over 100° F. in many partsof the world, as well as heat from vehicle exhausts and other sources ofheat. Additionally, the remote control can be seized by the carjacker asmost carjackings include robberies and frisking of the victim. Such asystem, unlike the system of the invention, cannot control the vehicle'sincapacitation over large distances nor able to control multiple fleetvehicles at the same time. The system of U.S. Pat. No. 5,307,048 toDavid G. Sonders also uses a remote controller with limited range. Thesame shortcomings apply for such systems. The portable remote controlwould have limited range and cannot control a plurality of vehicles.Such a system lends itself to the carjacker taking the controller unitfrom the victim while frisking the legitimate owner during a carjackinginvolving robbery as in many cases. It is also an expensive approach,since both a portable transmitter is required, as well as a receiver.Given the low power outputs of portable transmitters, according to radiopropagation laws, line of sight between the transmitter and receiverdetermines the actual range of the control when frequency bands such asVHF and UHF that are relatively immune to ambient vehicular andelectrical noise interference are commonly chosen for this type oftransmission and reception. With the antenna of the vehicle's securitysystem antenna being at a height of maximum six feet and the height ofthe antenna of the transmitter held by the victim being around 6 feet,the range of the line of sight communication is seriously diminishedwith distance, with noise from computers, vehicle ignition systems, highvoltage power lines soon competing with the weak signals involved aftera short distance where there is no longer a line of sight.

Proximity detector car security systems rely on the principle ofimpedance changes induced in electronic circuitry, such as oscillators,by body proximity or touch. One type of impedance change is the changein capacitance produced by the proximity of a human body or by a humantouch. Such proximity or touch triggers an alarm and activates ordeactivates various parts of the car to prevent theft. This type ofsystem often requires a key chain-transmitter to deactivate the systemfor the legitimate operator and to set the alarm on upon parking thevehicle. However, these types of systems are ineffective duringcarjackings, as most vehicles are carjacked while occupied or in thepresence of the legitimate operator or with the keys of the car providedto the carjacker under duress and with the security system inactivated.Furthermore, these systems can not foil the progress of the carjackingafter the thief drives away in the stolen vehicle nor can they providecontrol for fleets to provide instant securing of fleet vehicles whetherattended or unattended.

Remote signaling vehicular security systems are typically optionalportions of the: other types of prior art security systems. Some remotesignaling systems, however, are stand-alone and provide a signal to thelegitimate operator of the vehicle when a car theft is in progress. Thistype of system typically comprises a low power transmitter that isinstalled in the vehicle and which is activated when a sensor, such as adoor switch, triggers an alarm during a car theft attempt. A matchingreceiver that is carried by the legitimate operator receives the signalsignifying a car theft in progress. Other, vehicular portions of thistype of car security system produce alarms and can also prevent startingof the car. This category of systems is illustrated in U.S. Pat. No.4,904,983 to Steven Mitchell and comprises an alarm condition detector,an auto-dialing mechanism and a radio telephone conveying the alarmcondition to an alarm receiving station which records the event. U.S.Pat. No. 4,665,379 to Glomski Arthur F. and Howell Jack D. describes asystem which uses sound discrimination to sense an alarm condition andprovide various types of alarm reporting for theft prevention. A pageris mentioned without much clarification as one means of reporting analarm condition. However, this would not be a conventional pager butsimply a remote receiver that would be triggered to alert the legitimateowner of the vehicle. However, this type of system is ineffective duringthefts as it requires the owner to rush to the vehicle and, at best, ifthe vehicle is not already stolen, either wait for the police to arriveor confront a criminal who may be armed. Also, such systems areineffective for securing fleets or individual carjackings as mostvehicles are car-jacked while occupied or in the presence of thelegitimate operator or with the keys of the car provided to thecarjacker under duress and with the security system inactivated.Furthermore, these passive and expensive systems using both transmittersand receivers can not foil the progress of a theft or carjacking afterthe thief drives away in the stolen vehicle.

Key controlled electrical security systems comprise a security systemthat is armed and disarmed with a key similar to an ignition key thatcloses an electrical system and arms the security system or opens acircuit and deactivated the security system. Once the system is armedand a sensor triggered, the actions of the alarm are analogous to theother types discussed above and can involve preventing the starting ofthe car. Again, these types of systems are ineffective duringcarjackings, as most vehicles are carjacked while occupied or in thepresence of the legitimate operator or with the keys of the car and thekey control of the security system provided to the carjacker underduress and with the security system inactivated. Furthermore, thesesystems can not foil the progress of the carjacking after the thiefdrives away in the stolen vehicle nor can they provide control forfleets to provide instant securing of fleet vehicles whether attended orunattended.

There are many types of mechanical security systems that deter drivingor steering of the vehicle by a car thief None of these types ofmechanical security systems are effective during a carjacking, as mostvehicles are car-jacked while occupied or in the presence of thelegitimate operator or with the keys of the car provided to thecarjacker under duress and with the security system inactivated.Furthermore, these systems can not foil the progress of a theft orcarjacking after the thief drives away in the stolen vehicle:, nor canthey be used to stall or stop a fleet vehicle that is stolen or a groupof cars that need to be simultaneously secured.

Other schemes, such as a secret activation of an alarm by the legitimateoperator before leaving the vehicle can prevent a carjacker from drivingaway but is not advisable as, in most cases, carjackings are carried outby armed criminals and the last thing one wants to do is to provoke themwhile in a life threatening situation. Furthermore, many carjackingsoccur when the legitimate owner is approaching the vehicle, such as in aparking area.

Cellular phone controlled security systems require cumbersomemodifications of cellular phones of which there are many types. In suchan impractical system, a cellular phone in a stolen or carjacked vehiclehas to be called and commands given to control various parts of avehicle. This appeared as a humorous sequence in a recent movie. U.S.Pat. No. 5,276,728 to Kenneth Pagliarolli and Dean Pagliarolli representvaliant attempts of utilizing a mobile telephone based control approachfrom fixed and portable transmitters using mobile telephone networks andcellular phones. However, such a system is expensive, since it requiresthe installation of a mobile telephone such as a cellular phone. Itwould require custom interfacing due to the many types of cellularphones in use. Furthermore, the carjacker can turn off the cellularphone since it is a known fact that the phone can be used to trace thecriminal.

The above referenced U.S. Pat. No. 5,276,728 mentions in its abstractthe use of a scanning receiver. This signifies the use of multiplefrequencies being scanned. In addition said abstract cites therequirement of at least one additional frequency outside conventionalmobile telephone frequency ranges. This immediately represents potentialproblems and a waste of the finite and scarce resource of frequenciesavailable especially in larger cities with little availability of freefrequencies. Potential problems can ensue from the requirement of theminimum one extra frequency outside the normal mobile telephonefrequency range. Such a frequency may not be available or, even ifavailable, may not fall within the multifrequency spread capability ofthe mobile transmitter receiver and also may fall outside the range ofthe mobile telephone's duplexer which is designed for the mobiletelephone operating band only.

The scanning requirement in U.S. Pat. No. 5,276,728 can further causethe preamble or part of the code being transmitted during the emergencyto be lost, because the receiver can be on another of the scannedchannels at the moment the first code is received. The signaling schemein U.S. Pat. No. 5,276,728 is not clear whereas the actual scheme thatwould be utilized has an important bearing on reliability, accuracy andspeed of such a system, as well as compatibility with the mobiletelephone. The disablement means of said patent is also moot andineffective if ignition control for disabling is used. Suddeninterruption of ignition can be disastrous to other motorists drivingaround the vehicle controlled and would not disable a diesel vehiclethat relies on compression to set off the explosion of the fuel-airmixture inside its cylinders and not on ignition. The cellular phone canalso be torn out of its mounting bracket or have its exposed wiring inthe passenger compartment cut or disconnected. Cellular coverage islimited or unavailable in many parts of the world and is furtherhampered by the lack of uniformity in the designation of universalfrequencies and signaling schemes for mobile telephone service. InEurope, adjacent countries have to use different frequencies not to havemutual interference. Among further drawbacks, many current cellularusers prefer portable phones thus not being able to prevent the theft ofthe unattended vehicle whenever the portable phone is with thelegitimate operator or whenever the portable phone has to be surrenderedto the criminal during a carjacking.

In a further pursuit of employing cellular telephones for vehicularsecurity systems, U.S. Pat. No. 5,)81,667 to Drori Ze'ev and WoskowRobert M. discuss providing multiple types of interfacing for differenttypes of mobile cellular phones through software libraries and thenutilizing the radio link established to provide various telemetry andalarm functions. In one variation, the alarm condition is reported bythe vehicular cellular telephone dialing a remotely located pagerthrough preprogrammed coding presumably to report an alarm situation.This is quite different from the system of the invention where a pagingreceiver is used in the vehicle and not for a passive reporting role butfor effecting control over the vehicle though a unique combination ofthe to same elements of the system of the invention. U.S. Pat. No.5,081,667 suffers from the principal problems as the aforementioned U.S.Pat. No. 5,276,728 to Kenneth Pagliaroli and Dean Pagliaroli. It is noteconomical to have to purchase a cellular telephone, adapt it withspecial interfacing and, during carjackings or theft, risk the mobiletelephone being torn out or incapacitated through cutting of wiringattached to the cellular phone. As all criminals have realized throughcases such as the murder and carjacking of Michael Jordan's father, themobile telephone can be used to trace them. Furthermore, simplyproviding a software library to cover various types of cellular phonesis not sufficient to impart special capabilities to mass manufactured oreven custom manufactured cellular phones. There would have to behardware additions and modifications necessary to accommodate thelibrary of software, and for the software to interact with themicrocontroller and radio frequency circuits of the cellular telephoneand its memory banks which are nowadays miniaturized and densely packedthrough multilayer surface mounted circuitry. Cellular phones areintended for cellular use only and In general would be difficult totransform. Additionally such modifications will certainly interfere withthe original manufacturer's design and may invoke legal disputes onproprietorship of designs and revocation of warranties. To the long listof shortcomings of such an approach is added the fact that miniaturehand-held portable cellular phones are coming into widespread use sincethey provide safety access and communications beyond a vehicularcellular telephone. Limitations on the above cited system of U.S. Pat.No. 5,081,667 include an inability to control fleets of vehicles andcoping with the myriad of mobile telephone systems in use around theworld each with its signaling scheme and regulations. Data transmissionbased vehicular security system with centralized remote control are notself sufficient or stand-alone systems and depend on central systemswherein lie most of the intelligence and protocols of the system. Suchsystems require costly central supervisory facilities which would haveto be duplicated or connected to different regions and installed invarious parts of the country and parts of the world. The data format andfrequency bands used are under control of PTT (Post Telephone andTelegraph) authorities in almost all parts of the world, which regulatedata transmission protocols and allocation of frequency bands.

Finally there are the vehicular transceiver plus portable transceiversystems that are activated by the separation of the a transceiver in thevehicle and another "palm-sized" transceiver that is carried by thevehicle operator. This is indeed a very expensive, approach with seriouslimitations. In addition to the transmitter and receiver in the vehicleforming part of the system, a portable transmitter-receiver is requiredand must be carried by the legitimate operator at all times. Among otherlimitations of such systems is the requirement of continuous and heavybattery usage for the portable transmitter-receiver, very limitedrange--certainly not operable over a wide area, inability to securefleets, complications during valet parking when the vehicle has to beseparated from the legitimate operator, a requirement for multipleportable transceivers when more that one person, such as a husband andwife, need to use the transmitter, complications when multiple users ofthe vehicle each carrying a portable transceiver are separated andineffectiveness during carjackings, as most of the time, the victim isfrisked and robbed and thus would have to surrender the hand-heldtransmitter receiver.

None of the above discussed prior art systems provide the fullcapabilities of the system of the invention and have inherentshortcomings in meeting the objects of the invention.

SUMMARY OF THE INVENTION

The system of the invention is primarily intended for vehicularapplications, although it can be employed for non-vehicular or fixedapplications to effect essentially all types of remote control functionsdesired. Accordingly, the following disclosure primarily relates tovehicular applications of the invention.

The system of the invention is referred to by the inventors as"Vindicator", said term being intended for use interchangeablyhereinafter with the term "system of the invention". Vindicator is a newadd-on vehicular system for vehicles that are already in use and is alsointended for factory installation in new vehicles. The inventionprovides a means of responding to wide area or nation-wide commands overpaging networks that are available in most parts of the world, withoutnecessitating portable transmitter control or hand-held operatorcontrols in the vehicle. The system of the invention is capable of beingremotely activated from anywhere in the world that has telephoneservice. Depending on the mode of remote activation chosen, the systemof the invention will prevent the theft of an unattended vehicle ortheft of a fleet automobile or theft of a group of fleet vehicles, aswell as gradually incapacitate such vehicles during a getaway aftertheft, including during carjackings. Additionally, the system of theinvention is designed to help the recovery of stolen vehicles.

It is thus an object of the invention to provide a means of foilingfleet vehicle car thefts, whether involving one fleet vehicle ormultiple fleet vehicles, or an individual vehicle and whether thevehicles are unattended or upon the occurrence of a carjacking.

Another object of the invention is to provide a means of reaching thevehicular system of the invention by wireless signals over city wideareas covered by paging networks and initiating the foiling of fleet orindividual car thefts and carjacking from anywhere in the city where thetheft or carjacking occurs.

It is an additional object of the invention to provide further means ofreaching the vehicular system of the invention over wide area orstatewide paging networks and remotely initiating the foiling of fleetor individual car thefts and carjacking on a statewide basis.

It is a further object of the invention to provide further means ofreaching the vehicular system of the invention over a nationwide pagingnetwork and remotely initiating the foiling of fleet or individual carthefts and carjacking on a nationwide basis.

It is another object of the invention to provide the legitimate owner ofthe fleet or individual vehicles to reach the vehicular system of theinvention and initiate the foiling of fleet or individual car thefts andcarjacking, within the full extent of the geographical coverage of thepaging network the vehicular system is registered in, from anywhere inthe world where there is telephone service.

It is a further object of the invention to foil carjackings in such amanner as to draw attention to each stolen vehicle to help its recovery.

It is another object of the invention in one of its embodiments to foilcarjackings by providing means for locating the vehicle through thetransmission of pertinent data from various systems in a vehicle,including data on exact location coordinates from a vehicular globalpositioning system working in conjunction with the system of theinvention.

Another object of the invention is to deter the criminals from using thestolen vehicle for a getaway, through a gradual, safe and partialincapacitation of the vehicle while it is being driven in public areas,so as not to pose a danger to other motorists or the public, yet preventthe use of the stolen vehicle for escaping.

It is an objective of the invention through a remote slowing down andincapacitation of a stolen vehicle to obviate high speed chases bypolice, often endangering the public and the lives of officers, to catcha speeding car thief.

It is yet another object of the invention to eliminate the need foroperator controls in the vehicle to activate the foiling system or theuse of portable remote controls. This is intended to make the system ofthe invention inconspicuous, to deter the potential coercion of thelegitimate vehicle operator into yielding the remote controls used inprior art systems to the carjacker or being forced under carjackingduress to deactivate the vehicular security system.

Another object of the invention is to greatly reduce the expense of asystem for foiling fleet or individual car thefts and carjackingsthrough the simple, yet very effective system of the inventionessentially comprising of 1) an inexpensive new generation mass producedpaging receiver chip with a decoder (without the usual batteries,display and other frills of a conventional complete pager), 2) acommonly available microcontroller with programmable softwareinstructions and 3) a vehicular interface. The software instructions,once developed and adjusted to the specific use, do not represent anytangible or significant future manufacturing costs, requiring only aloading or programming adjustment procedure that is essentially commonto all microcontrollers. Prior art systems cannot provide thecapabilities of the system of the invention. They also employ aplurality of expensive elements, including special limited rangetransmitter and receiver units, dual transceivers, modified mobilecellular telephones, software libraries, hand-held remote controls,expensive central systems, expensive use of multiple radio frequencychannels and expensive custom radio networks to provide communications.

It is a further object of the invention to effect control over vehicularsystems for the purpose of foiling fleet or individual car thefts andcarjackings without requiring pervasive modifications of the car vehiclemanufacturer's systems. The approach utilized in the system of theinvention simplifies installation and does not interfere with thedelicate electronic computer based systems of vehicles.

A further object of the invention is the use of a versatile, open andprogrammable software infrastructure in the system of the invention soas to allow programmable customization without hardware changes. Suchcustomization capability includes expansion of the basic operating modesof the system of the invention, expansion of the number of vehicularcontrols it effects, expansion of the number of vehicles a fleetconsists of, adjustment of the number of digits required to enter overthe phone to take over control of portions of the vehicle, adjustment ofthe timing of various control and alerting sequences, customization forexternal data transmission in the two-way embodiment of the invention,customization for fleet operation or individual use, adjustment forgrouped control of vehicles, adjustment of the degree to which thevehicle is incapacitated and over how much time and adjustment of theinitializing protocols that enter the vehicular system into a pagingnetwork.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a block diagram of the preferred embodiment of the system ofthe invention comprising a paging receiver and decoder unit 1, amicrocontroller 2 and a vehicular interface 3.

FIG. 2 is a detailed system connection and flow diagram of the preferredembodiment of the invention represented by FIG. 1, disclosing the systemconnections and signal flow details of the system blocks, details of theinteraction between the system elements and details of each sub-elementof the vehicular interface system.

FIG. 3 is a description of the actual detailed, down to component levelelectrical schematic of the preferred embodiment of the system of theinvention, disclosing details of all the ancillary components related tothe system blocks and the total circuitry of the system of theinvention.

FIG. 4 is a block diagram of a second embodiment of the inventioncomprising a transceiver (transmitter/receiver) with its decoder unit 1,a microcontroller 2 and a vehicular interface 3.

FIG. 5 is a detailed system connection and flow diagram of theembodiment of the invention represented by FIG. 4 in which a two-waypaging transceiver module is substituted in lieu of a pager receivermodule to provide transmitted acknowledgment by the system of theinvention of the receipt of commands and to also transmit other desireddata. FIG. 5 discloses the connections and signal flow details of thesystem elements, details of the interaction between the system elementsand also details of each sub-element of the vehicular control systemsinterface.

FIG. 6 is a description of the actual detailed, down to component level,electrical schematic of the second embodiment of the system of theinvention, disclosing details of all the ancillary components related tothe system blocks and the circuitry of the second embodiment system ofthe invention.

DETAILED DESCRIPTION OF THE DRAWINGS

FIG. 1 is a block diagram of the preferred, currently lower costembodiment of the system of the invention. It comprises a pagingreceiver and decoder unit 1, a microcontroller 2, and a vehicularinterface 3. This system is designed to prevent the theft of unattendedfleet vehicles or individual vehicles and to aid in the recovery offleet vehicles or an individual stolen vehicle that is being driven awayafter a theft or carjacking. After the vehicle is stolen, the owner,using the public telephone system, calls an assigned telephone numberand enters the customer defined identification number plus a code tospecify the operating mode desired. In the case of a criminal escapingwith a stolen vehicle, the particular code used will enable the getawayfoiling mode. The call made will result in a paging signal being sentover an existing paging network and received and decoded by the pagingreceiver and decoder unit 1 of the system of the invention in thevehicle. The identification dialed by phone plus the code for thedesired operating mode entered by phone is decoded by the receiver anddecoder 1 and conveyed to the microcontroller 2 interconnected with thepaging receiver and decoder unit 1. This will result in microcontroller2 causing the vehicular interface 3 to activate a series of distinctalarms, followed by a gradual loss of the fuel flow to the engine of thevehicle, culminating in the fuel system being gradually and effectivelydisabled so as to prevent the criminal using the vehicle for a getaway,without posing a hazard to other motorists. When the engine isincapacitated after the activation of this getaway foiling mode, thevehicle will not start due to the disablement of the ignition system asprogrammed into the system of the invention.

Pursuant to the main alarm and incapacitation event, the vehicle willcontinue to periodically sound the horn and flash the lights in adistinctive pattern. This series of actions serves to foil the thief andto assist in the prompt recovery of the vehicle. The car may be returnedto normal operating service by simply calling the assigned pagingtelephone number and entering the identification number of thelegitimate owner of the vehicle plus the alarm reset code.

FIG. 2 is a detailed system connection and flow diagram of the preferredembodiment of the invention represented by FIG. 1, disclosing theconnections and signal flow details of the system blocks, details of theinteraction between the system elements and details of each sub-elementof the vehicular interface system. Antenna 1 is normally an integralpart of paging receiver 2. Decoder 3 can be an on-board decoder of thepaging receiver as in most commercial pagers or a separate unit. Antenna1, paging receiver 2 and decoder 3 are shown separately in this figureto disclose the signal flow and interaction of the elements comprisingthe pager and decoder unit which are shown as a single block in FIG. 1.Such description is intended to enable one skilled in the art to utilizeelements 1, 2 and 3 separately if so desired.

The paging receiver 2 receives the paging signal. Paging receiver 2 anddecoder 3 are configured for receiving and decoding a standard FSK(Frequency Shift Keyed) signal, although they can also be configured forother types of paging signaling that may be employed. The FSK signalfrom antenna 1 and paging receiver 2 provides the encoded binarybaseband signal 5 to the paging decoder 3. This implementation of thesystem of the invention employs a direct conversion receiver designed toreceive data on one channel. Multichannel receivers can be substitutedin the same configuration as single channel paging receiver 2 ifdesired. The data rate, modulation frequency deviation, andtransmitter-receiver frequency offset is such that the signal power lieswithin +/-10 kHz of the Local Oscillator (LO) frequency of receiver 2.In the direct conversion receiver 2, the LO frequency is ideally equalto the transmitted carrier frequency. When the two are mixed, themodulating signal is the result. The encoded baseband signal 5 is themodulating signal. Decoder 3 receives the encoded baseband signal 5 fromreceiver 2, decodes it, checks and corrects errors, determines that theprogrammed Receiver Identification Code (RIC) is correct, stores thereceived data in the built-in Random Access Memory (RAM) buffer of thedecoder 3, and communicates the data to the microcontroller 4. Decoder 3minimizes power consumption by turning off the receiver 2 periodicallyvia the Receiver Control line that is labeled Receiver Control in theflow line portion of FIG. 2 and located between decoder 3 and receiver2. Decoder 3 also provides "real time" timing for the system as neededand a built-in Electrically Erasable Programmable Read Only Memory(EEPROM) for storage of critical data in the event of power loss. Inthis embodiment of the invention, the encoded baseband signal 5 conformsto the internationally recognized CCIR Radio Paging Code #1 commonlyreferred to as POCSAG (Post Office Code Standardization Advisory Group)encoding. Any other accepted standard could be substituted in the sameconfiguration as FIG. 2 by simply substituting the receiver 2 anddecoder 3 while maintaining the same scheme and other elements of FIG.2.

The heart and uniqueness of the system, often described as the"personality" of the system of the invention, is defined bymicrocontroller 4 and its embedded, modular, open and accessibleprogrammable software instructions 29. The programmable software 29 usedin the system of the invention, also referred to as source code, whichis converted to object code, imparts instructions to microcontroller 4and governs the system of the invention according to the directives itcontains. The programmable software 29 infrastructure used for thesystem of the invention is attached with comments as further disclosureto allow anyone skilled in the art to recreate the system of theinvention without undue effort and customize it as desired.

Microcontroller 4 communicates with decoder 3 to acquire the decodedPOCSAG data and compares it with what it is programmed to expect. If thedata communicated to microcontroller 4 is correct per embedded software29 instructions in the microcontroller 4, it executes the correspondingprogrammed action. Actions that require interaction with the vehiclesubsystems are communicated to the logic line to relay interface unit 6which performs the role of an interface for the vehicular systemscontrol devices shown as relays 7, 8, 9, 11, 13, 14 and 18 in FIG. 2.After weighing the pros and cons of using other types of vehicularsystems control devices, in this preferred embodiment, heavy dutyvehicular relays are employed for controlling the vehicular systems.Other devices, such as solid state vehicular systems devices could besubstituted in lieu of the electromechanical relays 7, 8, 9, 11, 13, 14and 18 within the same scheme. All holding coils (energizingelectromagnetic coils) for relays 7, 8, 9, 11, 13, 14 and 18 are labeledHC in FIG. 2. All contacts of the relays have a parallel bypasscapacitor C to smooth the electrical make and break of the contacts andrelated current flow and interruption. The logic to relay interface 6includes internal means of providing further smoothing of the make andbreak function of the contacts of relays 7, 8, 9, 11, 13, 14 and 18,minimizing related sparking that may cause pitting of the contacts overa period of time.

Relay 7 is reserved for activating any ready made vehicular installedloudhailer unit (also known as a megaphone) with a built-in verbalannouncement, providing direct warning to the public during the getawayfoiling activation of the system of the invention, that the vehicle isstolen and police need to be notified. Relay 7 is a single pole singlethrow device (SPST) with normally open contacts. Relay 8 is a doublepole single throw device (DPST) with normally open contacts, although itcan also be a SPST relay if so desired. One set of the contacts of relay8 as shown, controls the hazard lights of the vehicle in which thesystem of the invention is installed. In special cases, such as with the1995 Oldsmobile Aurora, there may be two hazard light control lines orit may be desirable to program the software to provide a differentpattern for each hazard line or use an extra set of contacts to turn onthe interior lights or activate another vehicular device. In such cases,the second set of contacts of relay 8 can be used to control the secondcontrol line of the hazard lights or another vehicular device.

Relays 7 and 8 are both activated with the start of the getaway theftfoiling programmed sequence during which they maintain a steady closureof their contacts. In FIG. 2, the connections to the hazard lights aremade through control lines 20 of relay 8 and connections to secondaryhazard lights or to another vehicular device are made through controllines 21. Control lines 19 from relay 7 are used to operate a vehicularloudhailer or similar device as is desired.

Relay 11 controls the operation of the fuel supply system, specificallythe fuel pump control line or electric supply line to the fuel injectorbanks of the vehicle. In its deenergized state, its contacts are closedand the normal electrical control line to the fuel supply system of thevehicle is not interrupted. When energized it interrupts the normaloperation of the fuel supply of the vehicle at points 22 and 22A perprogrammed software instructions of microcontroller 4 until the stolenvehicle is incapacitated and cannot be used for a getaway.

Ignition status sensor line 30 provides information to microcontroller 4as to whether the ignition is on or off. Relay 18 controls the ignitionline of the vehicle. In the de-energized state of relay 18, the ignitioncontrol line of the vehicle is not interrupted because relay 18 hasnormally closed contacts. However, during a car theft getaway situationwhen the foiling mode of the Vindicator is activated, relay 18 isinstructed by microcontroller 4, to open its contacts and interrupt theignition line to prevent the vehicle from starting once the fuelstarvation has incapacitated the engine and ignition is turned off.Turning off the ignition, to stop all the distressing events in the carafter the system of the invention is activated in the getaway foilingmode, would be a normal reaction for the thief. Once the vehicle isincapacitated to the point of a slow speed, any attempt to turn on theignition will activate relay 18 and interrupt the ignition line,preventing the restart of the engine. Software 29 is currentlyconfigured to also effect an interruption of the ignition system oncethe vehicle is slowed down to a very low "crawling" speed. Any attemptto turn the ignition on will be sensed through the ignition sensing line30 and ignition status reporting network 31, causing microcontroller 4to command relay 18 to open its contacts and interrupt the ignition.This provides safety from the standpoint of avoiding a car engineremaining in a running state, even when moving at a very low speed. Thisignition interrupting state continues until a reset mode is initiated bythe legitimate owner of the vehicle to deactivate relay 18 and thusclose its contacts when ignition is required to restore power to theignition system of the vehicle. The connections to effect aninterruption of the ignition are made at points 23 and 24. In asituation when the vehicle is unattended, the legitimate owner canaccess the vehicular system of the invention by calling a designatedpager number, then enter the private user identification code, followedby dialing a specific code for invoking the unattended protection modeof the vehicle. In this case, any attempt to turn the ignition on willbe sensed through the ignition sensing line 30 and ignition statusreporting network 31, causing microcontroller 4 to command relay 18 toopen its contacts and also start a cycle of enabling relays 7, 8, 9, 11,13 and 14 to respectively activate the loudhailer if one is installed,the hazard lights, the headlights, fuel control shutdown and the horn.This occurs every time an attempt is made to turn on the ignition or to"hot wire" the vehicle in an attempt to steal and drive it away. Thisignition interrupting state continues until a reset mode is initiated bythe legitimate owner of the vehicle to deactivate relay 18 and thusclose its contacts. The reset mode also deactivates all other relays.

The system of the invention, through minor changes in its programmedsoftware 29 instructions, can be made to react differently or withdifferent timing sequences or invoke other modes of shut down if sorequired, without necessitating hardware changes. As an example, theinstruction to disable the ignition when the vehicle is incapacitated toa very slow speed by lack of fuel supply, can be changed by removing oradjusting the related programmed instructions. However, from a safetystandpoint, the preferred embodiment of the invention draws attention tothe stolen vehicle and effects a gradual shut down of the fuel supplyand the ignition finally, thus effectively preventing any use of thevehicle by the criminal for a getaway.

Relay 14 controls the electrical lines that activate the horns of thevehicle in which the system of the invention is installed. When relay 14is energized per instructions of the microcontroller 4, its contactsbypass the normally open contacts that control the horn and cause thehorns to sound. This allows the energizing of the horn in a specificprogrammed pattern during a theft and attempted getaway situation. Inthe software 29 program disclosed for the preferred embodiment of theinvention, an SOS (three short on/off commands followed by three longeron and off commands, followed by three on/off commands analogous to a"dit dit dit--dah dah dah--dit dit dit" morse signal) pattern for thehorn is programmed and thus the horns produce an SOS pattern to drawpublic attention and discourage the criminal. SOS is a universallyrecognized sign of distress. Other patterns of horn activation can beeasily implemented without hardware changes by modifying the accessiblemodular software 29 program statements attached in the program portionpertaining to the horn.

Relay 9 and relay 13 are used to control the high beam lights of thevehicle during the getaway foiling mode activation of the system of theinvention. In their de-energized mode, relay 9 and relay 13 allow normaloperation of the high beam of the vehicle. However, during the getawayfoiling mode activation of the system of the invention, relay 9 bypassesthe vehicle high beam switch system 10 of the lights and the normallyclosed contacts of relay 13 are opened and closed according to thepattern programmed. Such pattern is an SOS pattern command in thepreferred embodiment of the invention.

When the microcontroller 4 is inactive, it is programmed to shut itselfdown to minimize power consumption and possible Radio FrequencyInterference (RFI).

The 12 Volt nominal supply voltage 25 of the vehicle is connected to thevehicular system of the invention through power line wire 26 whichincludes an inline fuse and is connected to voltage regulator 27 and.Voltage regulator 27 provides the system power of 3.3 Volts for thevehicular system of the invention, specifically to paging receiver 2,decoder 3 and microcontroller 4. Logic line to relay interface unit 6 inFIG. 2 is connected to the fused vehicular nominal 12 Volt DC power 25and provides control voltage to the holding coils of relays 7, 8, 9, 11,13, 14 and 18.

The attached embedded, modular accessible programmable software approachfor the Vindicator vehicular system of the invention, shown as software29 in FIG. 2, is designed to provide a wide latitude of customizationwithout necessitating hardware changes.

Software 29, among other capabilities, provides security to assure that:

An activity is not accidentally triggered by a random communication.

Once triggered, the system of the invention cannot be disabled by anyonethat does not have the legitimate owner's personal identification number

The disclosed embedded open, accessible and modular programmablesoftware 29 further provides the following features and means:

Properly formatted communication with decoder 3 and its internalsubsystems (Random Access Memory, EEPROM, and Timers)

Microcontroller 4 remains in a dormant or inactive state to minimizepower consumption and radio frequency interference (RFI) until decoder 3indicates that a communication for the specific Vindicator vehicularsystem concerned has been received or a control function must beperformed. The vehicular system of the invention, therefore, uses a lowamount of power when during an inactive standby state.

Initial factory setup for the specific desired configuration and testing

Entry of a specific user personal identification number uponinstallation in a vehicle

Visual and audible verification to the customer of the receipt of avalid or invalid personal identification number

In the case of an invalid personal identification number entry duringthe initial setup following installation of Vindicator in a vehicle, thesystem resets and awaits a new initial personal identification numberentry

Determination of a received identification or data error and rejectionof an erroneous communication

Determination of the required action to be taken upon entry of thedesired foiling mode. Seven standard modes can be provided byprogrammable software 29 which allows expansion to 99 modes throughprogram adjustments. The seven modes and their respective codes shown asdigits following the word Mode, are as follows:

Mode 0--Factory Setup Mode, allowing factory setup and testing of theVindicator. This mode is not available to non-factory users.

Mode 1--Getaway Foiling Mode, to enable the getaway foiling mode. Inthis mode, the high beam is flashed in a programmed pattern, horns soundin a programmed pattern, a vehicular loudhailer (if one is installed) isactivated and will provide verbal loud messages to the public, the fuelsupply to the vehicle is progressively reduced and at minimum programmedfuel supply state, ignition is finally disabled and restarting ignitionis then disabled.

Mode 2--Reset Mode, to reset and deactivate the Vindicator afterenabling a protective mode

Mode 3--Unattended Protective Mode, to enable the unattended protectivemode. In this mode, ignition is disabled by the ignition sensing circuitand by the ignition control relay as already described, every time anattempt is made to turn it on. In addition, all the other relays areactivated providing a disabling of the fuel supply and drawing attentionto the vehicle as in Mode 1. For safety reasons, Mode 3 can be activatedonly if the ignition is off already, as in the case of a parked vehicleThis prevents inadvertent disabling of the ignition while the vehicle isbeing driven at traffic speeds. Mode 3 cannot be activated during Mode1.

Mode 5--Initialization Mode, to enable re-initialization and entry of anew identification code

Mode 6--Data Transmission Mode, to optionally enable transmission ofdata from vehicular sources external to the system of the invention.Such data is connected to the external data input port 32 describedunder FIG. 4 pertaining the second embodiment of the invention wherein atransceiver (two-way pager) is employed over a two-way paging network inlieu of a receiving pager operating over a one way paging network. Theopen and accessible software 29 can accommodate program adjustments toadapt the application of this mode to the transmission of mobile data,GPS (Global Positioning System) information to indicate the exactcoordinates of the vehicle and other desired information.

Mode 7--Reset Data Transmission Mode, to turn off the optionaltransmission of data from external data sources in the vehicle. Thismode too pertains to the second embodiment of the invention in which atwo-way pager is utilized over a two-way paging network.

User set modes can be activated by dialing one of the Mode digits, butonly after entry of a valid identification code corresponding to theidentification code which is programmed during the initialization of thevehicular system of the invention. Modular and accessible programmablesoftware 29 can be adjusted to add further logical modes within theinfrastructure of the hardware and the basic architecture of software29.

Implementation of the required action per instructions of theprogrammable software 29 program in the preferred embodiment of thesystem (which can be customized by program adjustments) is as describedbelow:

1. Activation of the alarm sequence as follows:

Hazard lights on.

Then horn and bright lights flash SOS seven times or as programmed

Then horn and bright lights continue flashing SOS, while the fuel flowfrom the fuel pump is slowly reduced to near zero. With minormodifications of the programmable statements of software 29, after aninitial progressive shut down, Vindicator can completely shut down thefuel supply of the vehicle and also open the ignition line.

During a getaway foiling mode, fuel supply to the vehicle engine isreduced by the system of the invention by control of the total time thefuel pump or fuel injectors is energized as opposed to long off tiresduring the later stages of progressive fuel reduction. This avoidssurging of the vehicle as opposed to just losing power.

Then the alarm shifts to a shutdown state designed to save vehicularbattery power but at the same time to attract attention. The horn willsound and the bright lights will flash SOS at regular intervals.

2. Remote reset of the vehicular system of the invention to a non-alarmstate by calling the vehicular system of the invention from anywhere inthe world with phones, entering a personal identification number and areset mode code number.

Maintains the state of the system at the time power is lost and restoresthe vehicle to that state when power is restored.

Takes control of the high-beam lights so that the thief cannot turn thehigh beam lights on and off during a getaway foiling condition

The customer identification number is set in software 29 at 9 digitslone plus 1 digit for the action mode desired. This number of digits waschosen because it is the length of the Social Security Number which mostpeople remember. At the same time. The 9 digit identification code islong enough to provide excellent security against accidental orfraudulent activation.

The initialization process is carried out after installing Vindicator ina vehicle. First, the assigned pager number is called by telephone,causing a beep on the phone. Thereupon, the proprietary useridentification number is entered. When the vehicular Vindicator systemof the invention receives the call resulting from the paging, thevehicle lights produce three short flashes and the horn produces threeshort honks. To finalize initialization, the pager is called a secondtime and at the sound of the phone beep, the proprietary identificationnumber is reentered. If the Vindicator receives the same number as itreceived the first time, it will sound three beeps and three flashes. Ifthe second number received is different than the first number received,the Vindicator will cause an SOS pattern light flashing and SOS hornsignal before resetting initialization and return to the very firstinitializing step. For future change of the proprietary identificationnumber, the assigned pager number is entered, followed by the existingvalid identification number, followed by the digit 5 for Mode 5(Reinitialization).

The standard nine digit code can be used for fleet control or vehiclegroup control by assigning common nine digit identification numbers orpartially common numbers with sequenced last position digits fordesignating specific fleet vehicles. This is easily accomplished duringthe above described initialization process. However, the openlyaccessible programmable modular software 29 is designed to be customconfigured for fleet control without requiring hardware changes. As anexample, an optional scheme can be programmed requiring the entry ofadditional four digits, after entering a nine digit identification code.The extra four digits can be specifically implemented for fleet use,allowing the security control of up to 9,999 fleet vehicles in groups orindividually. Such applications of the system of the invention wouldallow shutting down a whole fleet, such as at car dealerships duringnights and weekends, or a fleet of rental vehicles in the parking lot.

In fleet security control applications utilizing the above example of athirteen digit identification code, the unattended vehicle theft foilingcode would be entered after entry of the thirteen digits for preventingthe theft of parked, unattended vehicles by disabling the ignitionsystem of the vehicles being protected. In the same example, thevehicular system of the invention would also allow entry of a getawayfoiling code after entering the thirteen digit fleet for all orindividual fleet vehicles when the code for foiling a getaway isemployed after entering the thirteen digits. Other modes are similarlyaccessed. The openly accessible modular programmable software 29 easilyallows the programming of a variety of schemes for fleet managers. As afurther description of the example using a thirteen digit scheme forgroup control in vehicle fleets, the additional four digits group codefor fleet control can be programmed as the digits 1000, so that up to999 fleet vehicles starting with the digit 1 are addressed as one groupwhen the digits 1000 are entered after entry of the nine digitidentification code. Thus the standard nine digit code implemented insoftware 29 can be employed for fleet control schemes or optionalnumerical schemes may be utilized by adjustments of the standard ninedigit scheme. For example, the statement in software 29 pertaining tothe number of required digits for the proprietary identification codecan be changed to thirteen instead of nine. This change will require anentry of thirteen digits before a desired mode can be entered. Thestandard nine digit identification code and number of valid digitsrequired for protecting fleet or individual vehicles control can alreadybe designated as desired. The system, as is, already allows fleet orindividual vehicles to be programmed during the initializing process.

FIG. 3 is a disclosure of the actual detailed, down to component level,electrical schematic of the preferred embodiment of the system of theinvention, disclosing details of all the ancillary components related tothe system blocks and the total circuitry of the preferred embodiment ofthe system of the invention. The theory of operation of the system, itssubsystems and interaction of the subsystems are disclosed under thedescription of FIG. 2. The following additional description is intendedto allow anyone skilled in the art, without any guessing or trial, toduplicate the preferred embodiment of the invention.

In FIG. 3, the paging receiver PR is built around a universal Philips UA2080 paging receiver unit or an equivalent from Motorola and othersources. The choice of a universal Philips unit is intended to alloweasy adaptation of the system of the invention in Europe and elsewherein the world. The designation IC of an item in FIG. 3 indicates it beingan integrated circuit chip. Decoder IC4 is a Philips PCD5003 decoderchip or equivalent from Motorola and other sources. The decoder chip IC4can be obtained in combination with the paging receiver PR as onemodule. IC1 is a Philips 83CL51 microcontroller or equivalent from Inteland other sources. IC3 is a Linear Technologies LT1086-3.3 voltageregulator or its equivalent with a 3.3 Volt direct current (DC) outputproviding the system power for the paging receiver PR, decoder IC4 andmicrocontroller IC1. Logic interface IC2 is an Allegro ULN2803 chip orequivalent. It is connected to the 12 Volts DC nominal vehicle voltageof the vehicle and controls the operation of control relays RY1, RY2,RY3, RY4, RY5, RY6 and RY7. IC2 provides a logic line interface betweenmicrocontroller IC1 and the relays RY1, RY2, RY3, RY4, RY5, RY6 and RY7.

Other FIG. 3 elements include capacitors, resistors and inductor withratings as shown. These components can be readily purchased from anyelectronics supply house, including the Radio Shack chain. C1 and R1capacitor and resistor respectively provide a network for the resettiming pulse for microcontroller IC1 while resistor R4 is a pullupresistor for that circuit for compensating for variations in current.Capacitors C12, C13 and C14 provide bypassing for switching transientsof IC1, IC4 and Paging receiver PR. R3 is a pullup resistor for theserial clock line and makes output adjustments for variations in currentto the decoder integrated circuit IC4. Capacitors C6 and C9 are filtersfor the vehicle electrical power input line to voltage regulator IC3.Capacitors C7 and C8 are filters for the output side of voltageregulator IC3. C7 is for filtering the higher power, lower speedtransients, while C8 is for filtering higher speed transients. CG is thecommon ground for the analog and digital grounds shown in FIG. 3 withdifferent symbols for analog and digital grounds. C4 is a second bypasscapacitor for IC1. Resistor R6, inductor L1 and zener diode D1 are forsuppressing voltage transients on the electric power line from thevehicle. C5 is a line bypass capacitor for high power, high voltagetransients on the electric power line of the vehicle. 12.0 Megahertzcrystal Y1 and capacitors C2 and C3 interacting with microcontroller IC1constitute an oscillator circuit providing a clocking signal for IC1.76.8 Kilohertz crystal Y2, resistor R5 and capacitor C11 interactingwith decoder IC4 constitute an oscillator circuit providing a clockingsignal for decoder IC4. Resistors R7, R8, R9, R10, R11, R12, R13, andR14 are pullup resistors on the control lines from microcontroller IC1to logic line interface IC2. Jumper JMP1 is a provision for testing.Capacitors C20, C28, C16, C15, C30, C21 and C29 are bypass capacitorsfor the contacts of relays RY6, RY4, RY2, RY1, RY3, RY5, and RY7respectively. The number designations on the integrated circuits, suchas on IC2, represent pin numbers on the chip. As an example, pin 17 onIC2 is connected to relay RY7, whereas pin 18 on the same integratedcircuit is free and can be used for driving another relay if so desired.

As mentioned, one of the relays, RY5 in FIG. 3, is reserved foroperating a vehicular loudhailer (megaphone) audio alarm, preferably onewith a `canned`, prerecorded repeating verbal alarm such as, "This is astolen vehicle. Call the police". The system of the invention isdesigned to control such a device, because it represents an additionalmeans of helping locate a stolen vehicle. Such a loudhailer is aseparate controlled vehicular subsystem and somewhat outside the scopeof the invention. It can be purchased from a number of sources or customconstructed by a combination of a voice recording solid state chip withplayback capability such as chip number ISD-VM1110A from InformationStorage Devices of San Jose, California. The chip comes with fuIlinstructions on how to apply it and may be combined with any suitablemegaphore, including the Radio Shack Catalog Number 32-2037 Powerhorn.

Although the functions of the other relays have been discussed under adescription of FIG. 2, the specific functions of relays in FIG. 3 willbe further discussed. The 51ND12-N 12 Volt relays are made by Fujitsu.Other 12 Volt equivalent vehicular relays may be used. Relay RY7 is usedfor controlling the hard lights. Relays RY5 and RY7 both activated withthe start of the getaway theft foiling programmed sequence during whichthey maintain a steady closure of their contacts. When the hazard lightcontrol lines of the vehicle are powered by relay RY7, the built-inflasher of the vehicle produces flashing as in any emergency.

Relay RY6 controls the fuel supply to the engine by controlling theoperation of the fuel pump or fuel injectors. In its de-energized stateits contacts are closed and the electrical supply to the fuelcontrolling system of the vehicle is not interrupted. When relay RY6 isenergized, its contacts interrupt the electrical supply line to the fuelpump or fuel injector bank per programmed software instructions of themicrocontroller IC1 until the stolen vehicle is incapacitated and cannotbe used for a getaway.

Relay RY4 controls the ignition line of the vehicle. In the de-energizedstate of relay RY4, the ignition of the vehicle is not interruptedbecause relay 18 has normally closed contacts. However, during a cartheft getaway situation when the foiling mode of the Vindicator isactivated, relay RY4 is instructed by microcontroller IC1, to open itscontacts and interrupt the ignition when the fuel supply has reached itsprogrammed minimum stage and turning on ignition is attempted after itis turned off. This will prevent the vehicle from starting once theignition is turned off and engine incapacitation stage is reached forthe engine. Engine incapacitation in the context of the invention isreached when the fuel supply has progressively been interrupted so thatthe vehicle cannot be used for a getaway. Transistor Q1, resistor R15and resistor R16 form an ignition status reporting network. R15 is acollector loading resistor. Resistor R16 is a bias resistor on the baseof transistor Q1. When Vindicator is in the getaway foiling mode and thefuel supply has progressed to the minimum programmed state, whenignition is turned off, the vehicle engine will not be allowed torestart. The ignition control system is also programmed so that ignitionis finally interrupted when the vehicle has reached a minimum fuelsupply point, representing minimum speed. To accomplish this, theignition status reporting network is required, so that when ignition isturned on at the point of minimum fuel supply, then resistor R16 locatedat the base of transistor Q1 goes to a low state at point 13 onmicrocontroller IC1. This in turn results in microcontroller IC1commanding logic line interface IC2 to energize relay RY4. This resultsin relay RY4 opening its contacts and interrupting ignition. After aperiod where the vehicle fuel supply has been at its minimum,microcontroller IC1 is programmed to disable the ignition system bymaintaining a status of ordering relay RY4 to open and interruptignition any time it senses that an attempt is being made to turnignition on. This state remains until the legitimate owner of thevehicle commands a reset activation mode by calling the pager number,entering a valid identification code and entering a code for theVindicator to go to the reset mode. In a situation when the vehicle isunattended, the legitimate owner can access the vehicular system of theinvention by calling a designated pager number, then entering theprivate user identification code, followed by dialing a specific codefor invoking the unattended protection mode of the vehicle. In thiscase, relay RY4 gets energized per programmed software instructions ofthe microcontroller IC1 every time the ignition status sensor linereports an attempt to turn on ignition. When energized by such anattempt, relay RY4 interrupts the ignition line, preventing starting ordriving of the car when it is unattended and the unattended protectionmode is activated. This action also starts a cycle of activation of allother relays to draw attention to the vehicle and disable the fuelsupply as described for FIG. 2.

Relay RY3 controls the electrical lines that activate the horns of thevehicle in which the system of the invention is installed. When relayRY3 is energized per instructions of the microcontroller IC1, itscontacts bypass the normally open contacts that control the horn andcause the horn to sound. This allows the energizing of the horn in aspecific programmed pattern during a theft and attempted getawaysituation.

Relay RY1 and relay RY2 are used to control the high beam of the vehicleduring the getaway foiling mode activation of the system of theinvention. In its de-energized mode, relay RY1 and RY2 allow normaloperation of the high beam of the vehicle. However, during the getawayfoiling mode activation of the system of the invention, relay RY1bypasses the normal high beam control system of the lights and thenormally closed contacts of relay RY2 are opened and closed according tothe pattern programmed. Such pattern is an SOS pattern command in thepreferred embodiment of the invention.

With all the components and their functions identified for the fullschematic of FIG. 3, a further detailed disclosure of the system of saidschematic follows. As mentioned earlier, the paging receiver PR providesa demodulated binary baseband signal to the paging decoder IC4. DecoderIC4 decodes the baseband data received from the receiver, determinesthat it has the correct RIC (Receiver Identification Code), stores thedata in its internal RAM (Random Access Memory), and notifiesmicrocontroller IC1 that data is waiting by making the "Interrupt"output LOW. Receiver PR is turned off by the decoder while thecontroller is reading the received data. The data is passed tomicrocontroller IC1 over an industry standard Inter-Integrated Circuit(12C) Bus (shown and identified in the flow chart in FIG. 2 betweenDecoder 3 and microcontroller 4). Decoder IC4 in FIG. 3 can be reset bymicrocontroller IC1 as required. Crystal Y2, R4, and C11 form anoscillator, operating at 76.8 KHz, to provide the decoder clock. Pin 8of IC4 input allows decoder IC4 to interface to microcontroller IC1during factory testing. To minimize power consumption, decoder IC4periodically turns off receiver PR for short periods of time.

When microcontroller IC1 is ready to receive the data, it turns offdecoder IC4 via the "Decoder On" input (IC4 pin 3), and reads the datafrom the internal RAM of decoder IC4. It then compares the data to theexpected customer identification number, and code for the mode desiredand, if correct, performs the requested mode. To provide long termstorage of some data, microcontroller IC1 makes use of extra internalEEPROM in decoder IC4. This data is thus preserved in the event power tothe Vindicator system is interrupted.

Microcontroller IC1 provides overall control of the Vindicator system.It decodes data received from the paging decoder IC4, determines thecourse of action via the embedded program and provides control via theoutput lines to the logic line interface relay drivers IC2.Microcontroller IC1 uses a standard 12.0 MHz crystal oscillator circuitY1, C2, and C3 for a clock. Resistor R1 and capacitor Cl provide a powerup reset for microcontroller IC1. A Phillips Semiconductor 83CL51microcontroller used as IC1 provides 4 kilobytes (4Kb) of internalElectrically Programmable Read Only Memory (EPROM) for storage of theprogram and 128 bytes of internal Random Access Memory (RAM) fortemporary storage of data and variables. The 83CL51 permits its internalprocessor to be stopped until action by the processor is required.Stopping the internal processor minimizes power consumption andelectromagnetic noise.

Logic line to relay interface IC2 provides the interface betweenmicrocontroller IC1 and the relays. IC2 accepts a standard logic levelsignal from microcontroller IC1 and provides 12 Volt DC nominal vehiclepower control to relays RY6, RY4, RY2, RY1, RY3, RY5, and RY7. IC2 alsointernally provides transient suppression for the relay coils to protectthe output of the driver from switching transients.

A Linear Technologies LT1086 or equivalent voltage regulator is used asIC3. The voltage regulator IC3 reduces and regulates the suppliedvehicular voltage. The supplied voltage from the vehicle is standardaround 12 VDC (Volts Direct Current) +/-20%. This voltage is reduced byIC3 to 3.3 VDC +/-1%, which is the operating voltage of the receiving,decoding, and control circuitry. Diode D1 provides transient protectionfor the regulator. Capacitors C5, C6, C9, and inductor L1 filter theincoming vehicle power. Capacitors C7 and C8 act to filter outtransients appearing at the output of voltage regulator IC3.

Paging decoder IC4 is a Phillips Semiconductor PCD5003 or equivalent. Itdecodes the received POCSAG encoded baseband paging signal, checks theRIC (Receiver Identification Code), notifies microcontroller IC1 of avalid received message, stores the received data, and providesElectrically Erasable and Programmable Read Only Memory (EEPROM).Decoder IC4 receives the POCSAG encoded data from the paging receiverPR, removes the synchronization bits, checks the paging system unitidentification code, checks for and corrects any errors, stores the datain its RAM, and notifies microcontroller IC1 that the data is waiting tobe read. Decoder IC4 notifies microcontroller IC1 when the last of thedata has been read. The crystal circuit comprise of Y2, R5, and C11provides the clock for decoder IC4.

Relays RY6, RY4, RY2, RY1, RY3, RY5, and RY7 provide interface devicesto various vehicle subsystems being controlled by the Vindicator systemof the invention.

FIG. 4 is a block diagram of a second embodiment of the inventionoperating over a two-way paging network, comprising a transceiver anddecoder unit 1, a microcontroller 2 and a vehicular interface 3. Theprincipal difference between this second embodiment and the preferredembodiment of the system of the invention is the substitution of apaging transceiver (transmitter/receiver) instead of a receiver as inthe preferred embodiment of the invention. The transmitter portion ofthe transceiver in block 1 is under the control of microcontroller 2 andprovides confirmation to the initiator of a theft foiling mode that theVindicator has received and decoded a valid code entry. The transmitterportion of paging transceiver 1 can also be employed to transmit varioustypes of data, such as GPS (global positioning system) information whichwould provide the exact location coordinates of the vehicle.

From an application standpoint, this second embodiment of the inventiondescribed in FIGS. 4, 5 and 6, aside from providing the transmission ofan acknowledgment that a valid code is received and data transmissionfrom external sources, is essentially identical to the preferredembodiment described in FIGS. 1, 2 and 3. Thus, the application of thesecond embodiment of the invention described in FIGS. 4, 5 and 6 islikewise the prevention of the theft of unattended fleet vehicles orindividual vehicles, and to aid in the recovery of fleet vehicles or anindividual stolen vehicle that is being driven away after a theft orcarjacking. However, from a circuit and user standpoint, the preferredembodiment of the invention described in FIGS. 1, 2 and 3 employs areceiver alone approach. Said receiver alone approach is currentlydeemed the preferred embodiment because, the second embodiment of theinvention employing two-way paging, is currently in its early stages,costs more, is limited with respect to sources of the transceiver unitand is still limited with respect to areas of coverage around the globe.However, the aforementioned limitations may change in the future andmake the second embodiment of the invention more appealing.

Reverting to the block diagram of FIG. 4 for the second embodiment ofthe invention, after a vehicle is stolen, the legitimate owner, usingthe public telephone system, calls an assigned telephone number andenters the customer defined identification number plus a code to specifythe operating mode desired. For the second embodiment of the invention,a Mode 6 (Code 6) would cause the transmitter portion of pagingtransceiver 1 to transmit other desired external data. In the case of acriminal escaping with a stolen vehicle, the Mode 1 (Code 1) used willenable the getaway foiling mode. The call made will result in a pagingsignal being sent over an existing paging network and received by thereceiver portion of the paging transceiver and decoder in block 1, saiddecoder in block 1, being an integral portion of most commercial pagermodules. The identification dialed by phone plus the code for thedesired operating mode entered by phone is decoded by the decoder inblock 1 and conveyed to the microcontroller 2 interconnected with thepaging receiver and decoder in block 1. This will result inmicrocontroller 2 activating the transmitter portion of block 1 totransmit an acknowledgment that a valid identification code has beenreceived. Microcontroller 2 will then also cause the vehicular interface3 to activate a series of distinct alarms, followed by a gradual loss ofthe fuel flow to the engine of the vehicle, culminating in the fuelsystem being gradually and effectively disabled so as to prevent theescape of the criminal using the vehicle for a getaway, without posing ahazard to other motorists. Should the engine be shut off after theincapacitation of the engine whereby the vehicle is only capable oflimited, low speed, the vehicle will not start due to the disablement ofthe ignition system as programmed into the system of the invention.Also, the software instructions cause the ignition to be turned off whena minimum fuel supply point is received. Pursuant to the main alarm andincapacitation event, the vehicle will continue to periodically soundthe horn and flash the lights in, a distinctive pattern. This series ofactions serves to foil the thief and to assist in the prompt recovery ofthe vehicle. The car may be returned to normal operating service bysimply calling the assigned paging telephone number and entering theidentification number of the legitimate owner of the vehicle plus thealarm reset code. Upon decoding an identification code corresponding tothe identification code programmed during the installationinitialization process of the system of the invention, the decoderportion of the paging transceiver sends back an acknowledgment to thetransmitter portion of the transceiver in block 1. The transmitterportion of block 1 then transmits a preprogrammed acknowledgment overthe two way paging network, confirming receipt of a valid signal by thevehicular system of the invention. Upon entry of an optionallyconfigured Mode 6 (Code 6), external data transmission is enabled toemploy the transmitter portion of paging transceiver 1 to transmit otherdata, including data about the vehicle and its location.

FIG. 5 is a detailed system connection and flow diagram of the preferredembodiment of the invention represented by block diagram FIG. 4,disclosing the connections and signal flow details of the system blocks,details of the interaction between the system elements and details ofeach sub-element of the vehicular interface system. Antenna 1 is anintegral part of paging transceiver 2. Decoder 3 can be a portion of thepaging transceiver 2, as in commercial paging transceivers, or anindependent unit. In FIG. 5 Antenna 1, paging transceiver 2 and decoder3 are shown separately to disclose the signal flow and interaction ofthe elements comprising the pager and decoder unit which are shown as asingle block in FIG. 4. Such description in FIG. 5 is intended to enableone skilled in the art to utilize elements 1, 2 and 3 separately if sodesired.

The paging receiver portion of paging transceiver 2 receives the FSK(Frequency Shift Keyed) signal from the antenna 1 and provides theencoded binary baseband signal 5 to the paging decoder 3. Signal formatsother than FSK can be used and in such case transceiver 2 and decoder 3are configured for such format. The encoded baseband signal 5 is themodulating signal. Decoder 3 receives the encoded baseband signal 5 fromreceiver 2, decodes it, checks and corrects errors, determines that theprogrammed Receiver Identification Code (RIC) is correct, stores thereceived data in the built-in Random Access Memory (RAM) buffer of thedecoder 3, and communicates the data to the microcontroller 4 whichinvokes the activation of the transmitter portion of paging transceiver2. The transmitter portion of paging transceiver 2 then transmits anacknowledgment over the two-way paging network employed to confirm thereceipt of an acceptable signal to initiate the foiling mode desired.

The external data input port is connected to microcontroller 4 andutilized for optionally inputting data from external sources fortransmission by the transmitter portion of paging transceiver 2. Theexternal data is conveyed by microcontroller 4 to the transmitterportion of paging transceiver 2. For such optional data transmissionmicrocontroller 4 also provides a control line to turn the transmitterportion of paging transceiver PTR on and off as required. External datacan include information from other vehicular systems during emergenciesor data from mobile terminals during normal use of the vehicle or GPSdata related to the exact location of the vehicle during emergencies andfor other requirements.

Decoder 3 minimizes power consumption by turning off the pagingtransceiver 2 periodically via the control line between Decoder 3 andpaging transceiver PTR in the flow line portion of FIG. 5 and locatedbetween decoder 3 and transceiver 2. Decoder 3 also provides "real time"timing for the system as needed and a built-in Electrically ErasableProgrammable Read Only Memory (EEPROM) for storage of critical data inthe event of power loss. In this embodiment of the invention, theencoded baseband signal 5 conforms to the internationally recognizedCCIR Radio Paging Code #1 commonly referred to as POCSAG (Post OfficeCode Standardization Advisory Group) encoding. Any other acceptedstandard could be substituted in the same configuration as FIG. 5 bysimply substituting transceiver 2 and decoder 3 while maintaining thesame scheme and other elements of FIG. 5.

The heart and uniqueness of the system, often described as the"personality" of the system of the invention, is defined bymicrocontroller 4 and its embedded programmable software instructions29. The programmable software 29 used in the system of the invention,also referred to as source code and object code, imparts instructions tomicrocontroller 4 and governs the system of the invention according tothe directives it contains. The programmable software 29 infrastructureused for the system of the invention is attached as further disclosureto allow anyone skilled in the art to recreate the system of theinvention without undue effort and customize it as desired. Thesoftware: capabilities and features, as fully described for thepreferred embodiment under FIG. 2, are identical for the secondembodiment of the invention employing a transceiver PTR for all vehiclecontrol functions.

Microcontroller 4 communicates with decoder 3 to acquire the decodedPOCSAG data and compares it with what it is programmed to expect. If thedata communicated to microcontroller 4 is correct per embedded software29 instructions in the microcontroller 4, it executes the correspondingprogrammed action. Actions that require interaction with the vehiclesubsystems are communicated to the logic line to relay interface unit 6which performs the role of an interface for the vehicular system controldevices shown as relays 7, 8, 9, 11, 13, 14 and 18 in FIG. 5. Afterweighing the pros and cons of using other types of control devices, inthis preferred embodiment, heavy duty relays are employed forcontrolling the vehicular subsystems. Other solid state devices could besubstituted in lieu of the electromechanical relays 7, 8, 9, 11, 13, 14and 18 within the same scheme. All holding coils (energizingelectromagnetic coils) for relays 7, 8, 9, 11, 13, 14 and 18 are labeledHC in FIG. 5. All contacts of the relays have a parallel bypasscapacitor C to smooth the electrical make and break of the contacts andrelated current flow and interruption. The logic to relay interface 6includes inherent means (diodes) of providing further smoothing of themake and break function of the contacts of relays 7, 8, 9, 11, 13, 14and 18, minimizing related sparking that may cause pitting of thecontacts over a period of time. Microcontroller 4 also controls thetransmission of data from external sources by the transmitter portion oftransceiver 2 through the control lines shown in FIG. 5 frommicrocontroller 4 to the transmitter data input port at point XMTR DATAof transceiver 2 and the control line from microcontroller 4 andtransmitter keying control XMTR KEY of transceiver 2. Transceiver 4 canalso allow direct data entry into its own serial data input port, inwhich case transmitter data can be directly input into the transmitterdata port XMTR DATA.

Relay 7 is reserved for activating any ready made vehicular loudhailerunit (also known as a megaphone) with a built-in verbal announcement,providing warning to the public during the getaway foiling activation ofthe system of the invention, that the vehicle is stolen and police needto be notified. Relay 7 is a single pole single throw device (SPST) withnormally open contacts. Relay 8 is a double pole single throw device(DPST) with normally open contacts, although it can also be a SPST relayif so desired. One set of the contacts of relay 8 as shown, controls thehazard lights of the vehicle in which the system of the invention isinstalled. In special cases, there may be two hazard light control linesor it may be desirable to program the software to provide a differentpattern for each hazard line or use an extra set of contacts to turn onthe interior lights or other vehicular device. In such cases, the secondset of contacts of relay 8 can be used to control the second controlline of the hazard lights or another vehicular device. Relays 7 and 8are both activated with the start of the getaway theft foilingprogrammed sequence during which they maintain a steady closure of theircontacts. In FIG. 5, the connections to the hazard lights are madethrough control lines 20 of relay 8 and connections to secondary hazardlights or to another vehicular device are made through control lines 21.Control lines 19 from relay 7 are used to operate a vehicular loudhaileror similar device as desired.

Relay 11 controls the fuel supply system to the engine through thecontrol of the fuel pump or injector control line of the vehicle. In itsde-energized state, its contacts are closed and the electrical supply tothe fuel pump or fuel injectors of the vehicle is not interrupted. Whenenergized, the contacts of relay 11 progressively interrupt theelectrical supply line to the fuel pump or the injectors of the vehicleat points 22 and 22A per programmed software instructions of themicrocontroller 4 until the stolen vehicle is incapacitated to very lowspeed and cannot be used for a getaway.

Relay 18 controls the ignition line of the vehicle. In its de-energizedstate, the ignition control line of the vehicle is not interruptedbecause relay 18 has normally closed contacts. However, during a cartheft getaway situation when the getaway foiling mode of the Vindicatoris activated and the engine is incapacitated by fuel starvation to itslowest programmed state, relay 18 is instructed by microcontroller 4, toopen its contacts and interrupt the ignition line every time an attemptis made to turn ignition on. This prevents the vehicle from startingonce the ignition is turned off. Also, at the point of minimum fuelsupply, microcontroller 4 instructs the activation of relay 18interrupting ignition and preventing turning it on. Ignition sensorstatus line 30 in conjunction with ignition status reporting network 31provides the status of the ignition to microcontroller 4. When ignitionis interrupted, relay 18, does not remain energized because that wouldleave a powered relay when the engine is stopped. Rather, ignitionsensor status line 30 in conjunction with ignition status reportingnetwork 31 sense any attempts to turn on the ignition andmicrocontroller 4 in such case energizes relay 18 which opens itscontacts only as long as there is an attempt to turn the ignition on,preventing the ignition from being turned on. This status is maintaineduntil a reset mode signal is sent by the legitimate owner of the vehicleand relay 18 then maintains its contacts closed and normal operationbecomes possible. In a situation when the vehicle is unattended, thelegitimate owner can access the vehicular system of the invention bycalling a designated pager number, then enter a valid useridentification code, followed by dialing a specific code for invokingthe unattended protection mode of the vehicle. In this case relay 18gets energized per programmed software 29 instructions of themicrocontroller 4 and interrupts the ignition line every time an attemptis made to turn on ignition. This prevents starting or driving of thecar when it is unattended and in the unattended protective mode.Ignition sensor status line 30 in conjunction with ignition statusreporting network 31 provides the status of the ignition tomicrocontroller 4. Activation of this mode also starts a cycle ofactivation of all the other relays to disable the fuel supply and drawattention to the vehicle as already explained under a description of theavailable modes.

The system of the invention, through minor changes in its programmedsoftware 29 instructions, can be made to react differently or withdifferent timing sequences or invoke other modes of shut down if sorequired. However, from a safety standpoint, the preferred embodiment ofthe invention with standard software instructions 9 draws attention tothe stolen vehicle and effects a gradual shut down of the fuel pump,followed by disabling the ignition at minimum fuel point, thuseffectively preventing any use of the vehicle by the criminal for agetaway.

Relay 14 controls the electrical lines that activate the horns of thevehicle in which the system of the invention is installed. When relay 14is energized per instructions of the microcontroller 4, its contactsbypass the normally open contacts that control the horn and make thehorns to sound. This allows the energizing of the horn in a specificprogrammed pattern during a theft and attempted getaway situation. Inthe software 29 program disclosed for the preferred embodiment of theinvention, an SOS (three short on/off commands followed by three longeron and off commands, followed by three on/off commands analogous to a"dit dit dit--dah dah dah--dit dit dit" morse signal) pattern for thehorn is programmed and thus the horns produce an SOS pattern to drawpublic attention and discourage the criminal. SOS is a universallyrecognized sign of distress. Other patterns of horn activation can beeasily implemented by modifying the software 29 program statementsattached in the program portion pertaining to the horn.

Relay 9 and relay 13 are used to control the high beam of the vehicleduring the getaway foiling mode activation of the system of theinvention. In its de-energized mode, relay 9 and 13 allow normaloperation of the high beam of the vehicle. However, during the getawayfoiling mode activation of the system of the invention, relay 9 bypassesthe normal high beam control system 10 of the lights and the normallyclosed contacts of relay 13 are opened and closed according to thepattern programmed. Such pattern is an SOS pattern command in thepreferred embodiment of the invention.

When the microcontroller 4 is inactive, it is programmed to shut itselfdown to minimize power consumption and possible Radio FrequencyInterference (RFI).

The 12 Volt nominal supply voltage 25 of the vehicle is connected to thevehicular system of the invention through power line wire 26 whichincludes an inline fuse and is connected to voltage regulator 27 and.Voltage regulator 27 provides the system power of 3.3 Volts for thevehicular system of the invention to paging receiver 2, decoder 3 andmicrocontroller 4. Logic line to relay interface 6 is connected to the12 Volt DC nominal vehicle power and controls power to the holding coilsof relays 7, 8, 9, 11, 13, 14 and 18.

FIG. 6 is the down to the component implementation of the secondembodiment of the invention which is identical to that of the preferredembodiment of the system with the exception of a substitution of atransceiver and its control and input lines in lieu of the receiveralone in the preferred embodiment of the invention. Thus all of thecomponents employed in FIG. 3 for the preferred embodiment, aside fromthe substitution of a transceiver in lieu of receiver PR, remain thesame. Transceiver pagers, by their inherent nature, incorporate means oftransmitting a confirmation from the transmitter portion of thetransceiver pager (used in two-way paging) after receipt and decoding ofa valid signal. Thus, the use of a transceiver in the front portion ofthe Vindicator does not affect the rest of the system which would betransparent to the use of a two-way paging unit in the front portion ofthe system. Thus, upon substituting a transceiver pager unit alreadyequipped for sending a confirmation signal, essentially the same down tothe component circuitry as for the preferred embodiment shown in FIG. 3can be used by one skilled in the art to build the second embodiment ofthe invention. Accordingly, the description that follows willprincipally describe most of the elements already disclosed in FIG. 3plus what particularly applies to the second embodiment that isdifferent.

FIG. 6 is thus a disclosure of the actual detailed, down to componentlevel, electrical schematic of the second embodiment of the system ofthe invention, disclosing details of all the ancillary componentsrelated to the system blocks and the total circuitry of the preferredembodiment of the system of the invention. The theory of operation ofthe system, its subsystems and interaction of the subsystems aredisclosed under the description of FIG. 5. The software functions, modesand operating sequences are as described under FIG. 2. The followingadditional disclosure is intended to allow anyone skilled in the art,without guessing or trial, to construct the second the preferredembodiment of the invention.

In FIG. 6, paging transceiver PTR comprises a receiver portion and atransceiver portion. Initial two-way paging networks operate in the 1930to 1990 MHz frequency range. However, any frequency range where spectrumallocation for two-way paging is available may be used. One type oftwo-way pager which incorporates a transceiver is Motorola's Tangotwo-way pager for which information is available from Motorola PagingProducts Group. The designation IC of an item in FIG. 6 indicates itbeing an integrated circuit chip or a module comprising integratedcircuits chips. Decoder IC4, as in some commercial two-way pagers, canbe obtained in combination with the paging transceiver PTR as one modulewith internal printed circuit interconnections. It is shown hereseparately as a guidance to those skilled in the art who would preferutilizing separate transceiver and decoder chips to construct the secondembodiment of the invention. IC3 is a Linear Technologies LT1086 voltageregulator or its equivalent with a direct current (DC) output providingthe system power requirements for the paging transceiver PTR, decoderIC4, microcontroller IC1, and logic line interface IC2. Logic interfaceIC2 is an Allegro ULN2803 chip or equivalent. It controls the 12 Volt DCnominal vehicle voltage to the holding coils of control relays RY1, RY2,RY3, RY4, RY5, RY6 and RY7. IC2 provides a logic line interface betweenmicrocontroller IC1 and the relays RY1, RY2, RY3, RY4, RY5, RY6 and RY7.

Other FIG. 6 elements include capacitors, resistors and inductor withratings as shown. These components can be readily purchased from anyelectronics supply house, including the Radio Shack chain. C1 and R1capacitor and resistor respectively provide a network for the resettiming pulse for microcontroller IC1 while resistor R4 is a pullupresistor for that circuit for compensating for variations in current.Capacitors C12, C13 and C14 provide bypassing for switching transientsof microcontroller IC1, decoder IC4 and paging transceiver PTR. R3 is apullup resistor for the serial clock line and makes output adjustmentsfor variations in current to the decoder integrated circuit IC4.Capacitors C6 and C9 are filters for the vehicle electrical power inputline to voltage regulator IC3. Capacitors C7 and C8 are filters for theoutput side of voltage regulator IC3. C7 is for filtering the higherpower, lower speed transients, while C8 is for filtering higher speedtransients. CG is the common ground for the analog and digital groundsshown in FIG. 6 with different symbols for analog and digital grounds.C4 is a second bypass capacitor for IC1.

Resistor R6, inductor L1 and zener diode D1 are for suppressing voltagetransients on the electric power line from the vehicle. C5 is a linebypass capacitor for high power, high voltage transients on the electricpower line of the vehicle. 12.0 Megahertz crystal Y1 and capacitors C2and C3 interacting with microcontroller IC1 constitute an oscillatorcircuit providing a clocking signal for IC1. 76.8 Kilohertz crystal Y2,resistor R5 and capacitor C11 interacting with decoder IC4 constitute anoscillator circuit providing a clocking signal for decoder IC4.Resistors R7, R8, R9, R10, R11, R12, R13, and R14 are pullup resistorson the control lines from microcontroller IC1 to logic line interfaceIC2. Jumper JMP1 is a provision for testing. Capacitors C20, C28, C16,C15, C30, C21 and C29 are bypass capacitors for the contacts of relaysRY6, RY4, RY2, RY1, RY3, RY5, and RY7 respectively. The numberdesignations on the integrated circuits, such as on IC2, represent pinnumbers on the chip. As an example, pin 17 on IC2 is connected to relayRY7, whereas pin 18 on the same integrated circuit is free and can beused for driving another relay if so desired.

One of the relays, RY5 in FIG. 6 is reserved for operating a vehicularloudhailer (megaphone) audio alarm, preferably one with a `canned`,prerecorded repeating verbal alarm such as, "This is a stolen vehicle.Call the police". The system of the invention is designed to controlsuch a device, because it represents an additional means of helpinglocate a stolen vehicle. Such a loudhailer is a separate controlledvehicular subsystem and somewhat outside the scope of the invention. Itcan be purchased from a number of sources or custom constructed by acombination of a voice recording solid state chip with playbackcapability such as chip number ISD-VM1110A from Information StorageDevices of San Jose, California. The chip comes with full instructionson how to apply it and may be combined with any suitable megaphoneincluding the Radio Shack Catalog Number 32-2037 Powerhorn.

Although the functions of the other relays have been discussed under adescription of FIG. 5, the specific functions of relays in FIG. 6 willbe further discussed. The 51ND12-N 12 Volt relays are made by Fujitsu.Other 12 Volt equivalent vehicular relays may be used. Relay RY7 is usedfor controlling the hazard lights. Relays RY5 and RY7 both activatedwith the start of the getaway theft foiling programmed sequence duringwhich they maintain a steady closure of their contacts. When the hazardlight control lines of the vehicle are powered by relay RY7, thebuilt-in flasher of the vehicle produces flashing as in any emergency.

Relay RY6 controls the fuel supply to the engine by controlling theoperation of the fuel pump or fuel injectors. In its de-energized stateits contacts are closed and the electrical supply to the fuelcontrolling system of the vehicle is not interrupted. When relay RY6 isenergized, its contacts interrupt the electrical supply line to the fuelpump or fuel injector bank per programmed software instructions of themicrocontroller IC1 until the stolen vehicle is incapacitated and cannotbe used for a getaway.

Relay RY4 controls the ignition of the vehicle. In the de-energizedstate of relay RY4, the ignition of the vehicle is not interruptedbecause relay 18 has normally closed contacts. However, during a cartheft getaway situation when the getaway foiling mode of the Vindicatoris activated, relay RY4 is instructed by microcontroller IC1, to openits contacts and interrupt the ignition when the fuel supply has reachedits minimum programmed stage and turning on ignition is attempted afterit is turned off. This will prevent the vehicle from starting once theignition is turned off and engine incapacitation stage is reached.Engine incapacitation in the context of the invention is reached whenthe fuel supply has progressively been interrupted so that the vehicleis moving only at a slow speed and cannot be used for a getaway.Transistor Q1, resistor R15 and resistor R16 form an ignition statusreporting network. R15 is a collector loading resistor. Resistor R16 isa bias resistor on the base of transistor Q1.

When Vindicator is in the getaway foiling mode and the fuel supply hasprogressed to the minimum programmed state, upon ignition being turnedof the vehicle engine will not be allowed to restart. To accomplishthis, the ignition status reporting network is required, so that whenignition is turned on at the point of minimum fuel supply, then resistorR16 located at the base of transistor Q1 goes to a low state at point 13on microcontroller IC1. This in turn results in microcontroller IC1commanding logic line interface IC2 to energize relay RY4. This resultsin relay RY4 opening its contacts and interrupting ignition. After aperiod where the vehicle fuel supply has been at its minimum,microcontroller IC1 is programmed to disable the ignition system andmaintaining a status of ordering relay RY4 to open and interruptignition any time it senses that an attempt is being made to turnignition on. This state remains until the legitimate owner of thevehicle commands a reset activation mode by calling the pager number,entering a valid identification code and entering a code for theVindicator to go to a reset mode.

In a situation when the vehicle is unattended, the legitimate owner canaccess the vehicular system of the invention by calling a designatedpager number, then entering the private user identification code,followed by dialing a specific code for invoking the unattendedprotection mode of the vehicle. In this case relay RY4 gets energizedper programmed software instructions of the microcontroller IC1 everytime the ignition status sensor line reports an attempt to turn onignition. When energized by such an attempt, relay RY4 interrupts theignition line, preventing starting or driving of the car when it isunattended and the unattended protection mode is activated. Also upon anattempt being made to turn on ignition in the unattended protectionmode, all other relays are activated to disable the fuel supply and drawattention to the vehicle, as already explained in a description of theavailable modes.

Relay RY3 controls the electrical lines that activate the horns of thevehicle in which the system of the invention is installed. When relayRY3 is energized per instructions of the microcontroller IC1, itscontacts bypass the normally open contacts that control the horn andcause the horns to sound. This allows the energizing of the horn in aspecific programmed pattern during a theft and attempted getawaysituation.

Relay RY1 and relay RY2 are used to control the high beam of the vehicleduring the getaway foiling mode activation of the system of theinvention. In its de-energized mode, relay RY1 and RY2 allow normaloperation of the high beam of the vehicle. However, during the getawayfoiling mode activation of the system of the invention, relay RY1bypasses the normal high beam control system of the lights and thenormally closed contacts of relay RY2 are opened and closed according tothe pattern programmed. Such pattern is an SOS pattern command in thepreferred embodiment of the invention.

With all the components and their functions identified for the fullschematic of FIG. 6, a further detailed disclosure of the system of saidschematic follows. The paging receiver portion of paging transceiver PTRprovides a demodulated binary baseband signal to the paging decoder IC4.Decoder IC4 decodes the baseband data received from the receiver,determines that it has the correct RIC (Receiver Identification Code),stores the data in its internal RAM (Random Access Memory), and notifiesmicrocontroller IC1 that data is waiting by making the "Interrupt"output LOW. Transceiver PTR is turned off by decoder IC4 while thecontroller is reading the received data. The data is passed tomicrocontroller IC1 over an industry standard Inter-Integrated Circuit(12C) Bus (shown and identified in the flow chart in FIG. 5 betweenDecoder 3 and microcontroller 4). Decoder IC4 in FIG. 6 can be reset bymicrocontroller IC1 as required. Crystal Y2, resistor R4, and capacitorC11 interact with decoder IC4 to form an oscillator, operating at 76.8KHz, to provide the decoder clock. Pin 8 of IC4 input allows decoder IC4to interface to microcontroller IC1. To minimize power consumption,decoder IC4 periodically turns off transceiver PTR for short periods oftime.

When microcontroller IC1 is ready to receive the data, it turns offdecoder IC4 via the "Decoder On" input (IC4 pin 3), and reads the datafrom the internal RAM of decoder IC4. It then compares the data to theexpected customer identification number, and code for the mode desiredand, if correct, performs the requested mode. To provide long termstorage of some data, microcontroller IC1 makes use of extra internalEEPROM in decoder IC4. This data is thus preserved in the event power tothe Vindicator system is interrupted.

Microcontroller IC1 provides overall control of the system including thetransmitter portion of the second embodiment of the invention. IC1decodes data received from the paging decoder IC4, determines the courseof action via the embedded program instructions and provides control viathe output lines to the logic line interface relay driver IC2. In thecase of receipt of a Mode 6 (Code 6), microcontroller IC1 controls theactivation of the transmitter portion of paging transceiver PTR and thesending of data from external sources. To accomplish this, one line frompin 39 on microcontroller IC1 in FIG. 6 controls the transmitter on-off(control) in the transmitter portion of transceiver PTR. Another line inFIG. 6, between pin 11 of microcontroller IC1 and the transmitterportion of transceiver PTR one sends data received from the externaldata input port connected to pin 2 of microcontroller IC1 in FIG. 6.This arrangement allows this embodiment of the invention to optionallytransmit desired custom external data from the external data input portof transceiver PTR per custom software instructions, such astransmission of vehicle systems data or GPS data pertaining to theposition coordinates of the vehicle.

12.0 MHz crystal Y1, capacitor C2, and capacitor C3 form part of theoscillator circuit providing clocking for Microcontroller IC1. ResistorR1 and capacitor Cl provide a power up reset for microcontroller IC1. APhillips Semiconductor 83CL51 microcontroller used as IC1 provides 4kilobytes (4Kb) of internal Electrically Programmable Read Only Memory(EPROM) for storage of the program and 128 bytes of internal RandomAccess Memory (RAM) for temporary storage of data and variables. The83CL51 permits its internal processor to be stopped until action by theprocessor is required. Stopping the internal processor minimizes powerconsumption and electromagnetic noise.

Logic line to relay interface IC2 provides the interface betweenmicrocontroller IC1 and the relays. IC2 accepts a standard logic levelsignal from microcontroller IC1 and provides 12 Volt DC nominal vehiclepower to control the activation of relays RY6, RY4, RY2, RY1, RY3, RY5,and RY7. IC2 also internally provides transient suppression for therelays to protect them from switching transients.

A Linear Technologies LT1086 or equivalent voltage regulator is used asIC3 to provide system power. The voltage regulator IC3 reduces andregulates the supplied 12 VDC (Volts Direct Current) +/-20% voltage fromthe vehicle. IC3 provides the regulated operating voltage required bythe receiving, transmitting, decoding, and control circuitry. Diode D1provides transient protection for the regulator. Capacitors C5, C6, C9,and inductor L1 filter the incoming vehicle power. Capacitors C7 and C8act to filter out transients appearing at the output of voltageregulator IC3.

Paging decoder IC4 is a Phillips Semiconductor PCD5003 or equivalent. Itdecodes the received POCSAG encoded baseband paging signal, checks theRIC (Receiver Identification Code), notifies microcontroller IC1 of avalid received message, stores the received data, and providesElectrically Erasable and Programmable Read Only Memory (EEPROM).Decoder IC4 receives the POCSAG encoded data from the paging transceiverPTR, removes the synchronization bits, checks the paging system unitidentification code, checks for and corrects any errors, stores the datain its RAM, and notifies microcontroller IC1 that the data is waiting tobe read. Decoder IC4 notifies microcontroller IC1 when the last of thedata has been read. Microcontroller IC1 then commands the transmitterportion of paging transceiver PTR to transmit an acknowledgment via thetwo-way paging network that a valid decoded command has bees received bythe Vindicator. The crystal circuit comprised of 76.8 KHz crystal Y2,resistor R5 and capacitor C11 interacting with decoder IC4 form anoscillator circuit and provide clocking for decoder IC4.

The embodiments of the invention and their customized versions canoperate over paging networks in the Very High Frequency Band or theUltra High Frequency Band or Super High Frequency Bands, as well as overthe new paging and messaging networks designated as Narrowband PersonalCommunications Services (Narrowband PCS), Metropolitan Trading Area(MTA) networks and Basic Trading Area (BTA) networks, using respectivereceivers, transceivers and matching decoders within the architecture ofthe embodiments of the system of the invention. In the future, pagingmay be carried out over other frequency bands and other mediums such asportions of the radio and TV bands in various schemes, as well as withsatellite systems. In such cases, the system of the invention can beimplemented as described with the substitution of pager receivers,transceivers and decoders conforming to the new mediums and theirsignaling, leaving the system building blocks of FIGS. 1 and 4 and theinteraction and hardware interfacing with the pager portion essentiallythe same.

While particular embodiments of the invention have been described, thearchitecture, the infrastructure and the open, accessible and modularprogrammable software of the invention is versatile and can becustomized by those skilled in the art to produce a variety of actions,timings sequences, expansions, reductions, adaptations to fleetrequirements, specific requirements, hardware substitutions, logicalhardware changes and hardware combinations within the scopeinfrastructure and architecture of the system of the invention. All suchmodifications, variations and other applications are deemed within thespirit and scope of the invention.

We claim as our invention:
 1. A vehicular communication and controlsystem for providing communication, security and theft getaway foilingcapabilities for individual vehicles and fleets, said system operatingover radio paging and messaging networks accessible to the generalpublic and government, and employing the addressing and messagingroutines, paging data signals and coverage range of said radio networks,said system comprising:(a) a communication portion of said communicationand control system including a radio frequency unit with a receiver forreceiving paging data signals over said radio paging networks and adecoder with auxiliary memory for decoding said paging data signalsreceived by said receiver, said receiver receiving the data signalsincluding a pager address and message employing said addressing andmessaging routines, and said message containing a personalidentification portion and an action mode portion, said decoder decodingand verifying said pager address and affecting storage of said messagecontaining personal identification and action mode portions of saidmessage in said auxiliary memory; (b) a program and data processingportion including a microcontroller with non-volatile memory andprogrammable software including programmed personal identificationinformation and preprogrammed action modes, each action modecorresponding to a plurality of coordinated and interactivepreprogrammed instructions, including a plurality of instructions forcommunicating, security and theft getaway foiling, said microcontrollerhaving means for interacting with said communication portion, with saidprogrammable software, and with said non-volatile memory, to provideprocessing and verification of said personal identification and actionmode message portions and if said personal identification messageportion is identical to said programmed personal identificationinformation and if said action mode is identical to a preprogrammedaction mode to then provide said plurality of correspondingpreprogrammed instructions to said vehicular communication and controlsystem, including instructions for communication, security and theftgetaway foiling; and (c) a control portion of said vehicularcommunication and control system including a multi-controller assemblyfor controlling multiple vehicular systems, said multicontrollerassembly directly interacting with said multiple vehicular systemsindependently of the vehicle serial bus, body computer and multiplexers,and said control portion interacting with said program and dataprocessing portion to enable security and theft getaway foiling per saidpreprogrammed instructions.
 2. The system of claim 1, wherein saidmulti-controller assembly includes a relay bank.
 3. The system of claim1, wherein said multi-controller assembly includes a solid-state controldevice bank.
 4. The system of claim 1, wherein said paging data signalsare in POCSAG format.
 5. The system of claim 1, wherein saidcommunication, security and theft getaway foiling instructions includeinstructions for coordinated activation of a vehicular loudhailerpreprogrammed with stored messages.
 6. The system of claim 1, whereinsaid plurality of coordinated and interactive preprogrammed instructionsinclude communication, security and theft getaway foiling instructionsfor sensing and control of the vehicle ignition system statusinteractively coordinated with said plurality of communication, securityand theft foiling instructions.
 7. The system of claim 1, wherein saidplurality of coordinated and interactive preprogrammed instructionsinclude communication, security and theft getaway foiling instructionsfor the programmed control of the vehicle engine fuel supply coordinatedinteractively with said plurality of communication, security and theftgetaway foiling instructions.
 8. The system of claim 1, wherein saidpreprogrammed instructions include instructions for causing coordinatedand interactive communication, security and theft getaway foilingactions, including flashing of the vehicle lights in a programmedpattern, intermittent patterned sounding of the vehicle horn, activationof a vehicular loudhailer with stored announcement, sensing and controlof the vehicle engine ignition system and progressive diminishing of theengine fuel supply according to preprogrammed software instructions. 9.The system of claim 1, wherein said preprogrammed instructions includeinstructions for causing coordinated and interactive combinations of SOSpattern flashing of the vehicle lights, SOS intermittent sounding of thevehicle horn, activation of a vehicular loudhailer with storedannouncement, sensing and control of the vehicle engine ignition systeminteractive, coordinated, and progressive disabling of the vehicleengine fuel supply according to preprogrammed software instructions. 10.The system of claim 1, wherein said message of said paging data signalsincludes reset mode signals, factory test mode signals andinitialization mode signals for said vehicular communication and controlsystem.
 11. The apparatus of claim 1 wherein said vehicularcommunication and control system operates over a super high frequencyband paging and messaging network.
 12. The apparatus of claim 1 whereinsaid vehicular communication and control system operates over anarrowband personal communication services network.
 13. A vehicularcommunication and control system for providing communication, securityand theft getaway foiling capabilities for individual vehicles andfleets, said system operating over two-way radio paging and messagingnetworks accessible to the general public and government, and employingthe addressing and messaging routines, paging data signals, messagingand coverage range of said radio networks, said system comprising:(a) acommunication portion of said vehicular communication and control systemincluding a radio frequency unit with a paging and messaging transceiverhaving a receiver, transmitter and a decoder with auxiliary memory, saidreceiver for receiving paging and messaging data signals and saidtransmitter for transmitting paging and messaging data signals over theradio paging and messaging networks; said paging and messagingtransceiver interacting with addressing and messaging routines toreceive and transmit said data signals including messaging said datasignals upon reception including address data and message data, saiddata containing a personal identification portion and an action modeportion, said decoder decoding and verifying said address data andaffecting storage of said data signals containing said personalidentification and action mode portions in said auxiliary memory, andupon transmission transmitting messages and data; (b) a program and dataprocessing portion including a microcontroller with non-volatile memoryand programmable software including programmed personal identificationinformation and a plurality of preprogrammed action modes, each actionmode corresponding to a plurality of coordinated and interactivepreprogrammed instructions, including a plurality of instructions forcommunicating, security and theft getaway foiling, said microcontrollerhaving means for acquiring data from additional data sources, processingsaid data from additional data sources according to preprogrammedsoftware instructions and interacting with said communication portion tocontrol and communicate said data from additional data sources, withsaid microcontroller further interacting with said programmablesoftware, and with said non-volatile memory, to provide processing andverification of received personal identification and action mode messageportions and if said personal identification message portion isidentical to said programmed personal identification information and ifsaid action mode is identical to a preprogrammed action mode to thenprovide said plurality of corresponding preprogrammed instructions tosaid vehicular communication and control system, including instructionsfor communicating, security and theft getaway foiling; and (c) a controlportion of said vehicular communication and control system including amulticontroller assembly for controlling multiple vehicular systems,said multi-controller assembly directly interacting with multiplevehicular systems independently of the vehicles serial bus, computer andmultiplex systems, and said control portion interacting with saidprogram and data processing portion to enable security and theft getawayfoiling in accordance with said preprogrammed instructions.
 14. Thesystem of claim 13 wherein said multi-controller assembly includes arelay bank.
 15. The system of claim 13 wherein said multi-controllerassembly includes a solid-state control device bank.
 16. The system ofclaim 13, wherein said communicating of said data from additional datasources includes communicating of data related to vehicle positioncoordinates.
 17. The system of claim 13, wherein said communicating ofsaid data from additional data sources includes communicating datasignals from a global positioning system data source.
 18. The system ofclaim 13, wherein said paging and messaging data signals include resetmode signals, factory test mode signals and initialization mode signalsfor said vehicular communication and control system.
 19. The system ofclaim 13, wherein said preprogrammed software instructions includeinstructions for causing coordinated and interactive combinations ofpreprogrammed SOS pattern flashing of the vehicle lights, preprogrammedSOS intermittent sounding pattern of the vehicle horn, the activation ofa vehicular loudhailer with stored announcement, the sensing and controlof the vehicle engine ignition system and interactive and coordinated,progressive disabling of the vehicle engine fuel supply according topreprogrammed software instructions.
 20. The apparatus of claim 13wherein said data from said additional data sources is data from amobile terminal.
 21. The apparatus of claim 13 wherein said vehicularcommunication and control system operates over a super high frequencyband paging and messaging network.
 22. The apparatus of claim 13 whereinsaid radio paging and messaging networks is a narrow band personalcommunication services network.
 23. A vehicular communication andcontrol system comprising:(a) a communication portion for communicationof a signal containing data and a message having an identificationportion and an action portion over a paging and messaging networkaccessible to the general public; (b) a decoder for decoding said signalcontaining said data and message received over said paging and messagingnetwork; (c) a vehicle interface for selectively controlling variousvehicular functions on a sequenced basis such that the overalldisablement of the vehicle in motion occurs on a progressive basis; (d)a processor for processing said signal containing said data and messageand providing instructions to operate the vehicular communication andcontrol system: and (e) programmable instructions to operate saidvehicular communication and control system.
 24. The apparatus of claim23 wherein said vehicle interface includes a solid state control devicebank.
 25. The apparatus of claim 23 wherein said communication portionis a receiver.
 26. The apparatus of claim 23 wherein said communicationportion is a paging and messaging receiver.
 27. The apparatus of claim26 wherein said processor interacts with said communication portion andsaid vehicle interface.
 28. The apparatus of claim 27 wherein saidprogrammable instructions is programmable software instructions.
 29. Theapparatus of claim 27 wherein said communication portion and saiddecoder receive and decode the addressing and messaging routines andpaging data signals of said paging and messaging network.
 30. Theapparatus of claim 27 wherein said processor is connected to saiddecoder internally.
 31. The apparatus of claim 27 wherein said processorincludes an (EEPROM) electrically erasable programmable read-only memoryunit.
 32. The apparatus of claim 27 wherein said processor includes a(RAM) random access memory unit.
 33. The apparatus of claim 28 whereinsaid programmable software instructions include instructions to saidvehicle interface for theft getaway foiling.
 34. The apparatus of claim23 wherein said communication portion is a transceiver.
 35. Theapparatus of claim 34 wherein said processor interacts with saidcommunication portion and said vehicle interface.
 36. The apparatus ofclaim 35 wherein said programmable instructions is programmable softwareinstructions.
 37. The apparatus of claim 35 wherein said communicationportion employs the addressing and messaging routines and data signalsof a two-way paging and messaging network.
 38. The apparatus of claim 35wherein said transceiver is a paging and messaging transceiver.
 39. Theapparatus of claim 35 wherein said processor and said communicationportion have external data input means.
 40. The apparatus of claim 39wherein said external data input means is used to input GPS data on theposition of the vehicle for processing by said processor andcommunicating by said communication portion.
 41. The apparatus of claim39 wherein said external data input means has means for data input froma mobile terminal.
 42. The apparatus of claim 23 wherein said vehicularcommunication and control system operates over a super high frequencyband paging and messaging network.
 43. The apparatus of claim 23 whereinsaid communication portion operates over a narrowband personalcommunication services network.
 44. The system of claim 1, wherein saidpersonal identification portion of said message identifies a group ofvehicles through the use of an initial portion of the personalidentification message containing characters that are common to thatgroup of vehicles, and a special string of repetitive characters thatdesignate that a group communication is in process for said group,wherein said group communication is responded to by all the vehicles insaid group.
 45. The system of claim 44, wherein said personalidentification portion further comprises a non-common personalizedstring of special characters for a specific vehicle in said group. 46.The system of claim 1, wherein the coverage range of said radio networksis one of a wide area paging and messaging network or a nationwidecoverage paging network.
 47. The system of claim 1, wherein saidmessaging routines of said paging and messaging networks includes:anaddress and a message dialed from a public telephone, wherein themessage comprises a string of characters having a first portion thatrepresents a personal identification and a second portion thatrepresents an action mode; and wherein said paging data signals of thereceiver are decoded and verified by said decoder and said personalidentification and action mode message containing the personalidentification and action mode data are stored by said decoder in saidauxiliary memory for communication to the program and data processingportion of said vehicular communication and control system.
 48. Thesystem of claim 1, further comprising a transfer element fortransferring security and theft foiling instructions from saidprogrammable software to said control portion of said vehicular system.49. The system of claim 1, further comprising means for confirming theproper programming of a personal ID received from a telephone.
 50. Thesystem of claim 13, wherein said personal identification portion of saiddata signals identifies a group of vehicles through the use of aninitial portion of the personal identification message containingcharacters that are common to that group of vehicles, and a specialstring of repetitive characters that designate that a groupcommunication is in process for said group, wherein said groupcommunication is responded to by all the vehicles in said group.
 51. Thesystem of claim 13 wherein the coverage range of said paging andmessaging networks is a wide area coverage in the case of a wide areapaging and messaging network and nationwide coverage in the case of anationwide coverage paging and messaging network, said coverage rangedetermining the range over which said communication, security and theftgetaway is communicated with said vehicular communication and controlsystem.
 52. The system of claim 13, wherein the coverage range of saidpaging and messaging networks is a wide area coverage in the case of awide area paging a messaging network or nationwide coverage in the caseof a nationwide coverage paging and messaging network.
 53. The system ofclaim 13, wherein said messaging routines of said paging and messagingnetworks includes:an address and a message entered from a publictelephone, wherein the message comprises a string of characters having afirst portion that represents a personal identification and a secondportion that represents an action mode; and wherein said address datasignals of the receiver are decoded and verified by said decoder andsaid message data signals including the personal identification andaction mode data signals are stored by said decoder in said auxiliarymemory for communication to the program and data processing portion ofsaid vehicular communication and control system.
 54. The system of claim13, further comprising a transfer element for transferring security andtheft foiling instructions from said programmable software to saidcontrol portion of said vehicular system.
 55. The system of claim 13,further comprising means for receiving ancillary data from ancillarydata producing systems in the vehicle, and storing and processing saidancillary data as said data from additional sources and interacting withsaid communication portion, program and data processing portion andcontrol portion.
 56. The system of claim 13, further comprising meansfor confirming the proper programming of a personal ID received from atelephone.
 57. The system of claim 51, wherein said preprogrammedsoftware instructions include instructions for causing coordinated andinteractive communication, security and theft getaway foiling actions,including flashing of the vehicle lights in a preprogrammed pattern,intermittent sounding of the vehicle horn in a preprogrammed pattern,the activation of a vehicular loudhailer with stored announcement,sensing and control of the vehicle engine ignition system andprogressive diminishing of the engine fuel supply according topreprogrammed software instructions.